Flight Safety Information November 14, 2018 - No. 231 In This Issue Accident: TAAG B737 near Luanda on Nov 11th 2018, loss of cabin pressure Incident: Transavia B738 at Funchal on Nov 12th 2018, pressurization problem due to suspected tail strike Incident: LATAM Chile A320 near Cordoba on Nov 12th 2018, hail strike cracks windshields Incident: Aeroflot B738 at Krasnojarsk on Nov 13th 2018, cargo door indication Incident: Indigo A320 at Kochi on Nov 12th 2018, hydraulic failure Incident: Flybondi B738 at Neuquen on Nov 9th 2018, flaps up landing Incident: JAL B789 at Shanghai on Nov 13th 2018, runway incursion forces rejected takeoff Northrop T-38C Talon - Fatal Accident (Texas) Jet makes emergency landing at MSP. No injuries reported Flight control feature of Boeing 737 MAX under scrutiny after Lion Air accident WHAT WE CAN LEARN FROM LION AIR 610 FAA denies report on new probe of Boeing's safety analyses on 737 MAX HELICOPTER SAFETY NEWS Pilots are not high-flyers when it comes to English proficiency FAA's Bill Johnson Receives FSF-Airbus Human Factors in Aviation Safety Award Data-sharing Leader Shahidi To Take Helm at FSF Virgin Australia engineer sacked for alleged misconduct after raising safety concerns 'Comfort Animals' Do Not Belong In An Aircraft Cabin; Regulators May Act Soon To Address The Problem Crew error cited in deadly C-130 crash that sparked Congress' aviation commission Pacific Air Cargo adds sixth daily flight to Honolulu-Los Angeles schedule Vietnam's newest airline Bamboo gets aviation licence Amazon Air may be on the hunt for more cargo planes as it takes delivery of 40th aircraft Gulf Flight Safety Council Meeting (02-2018)...05-06 Dec, 2018 ISASI Update...Periodic News from the International Society of Air Safety Investigators Develop your career with our Fundamentals of Accident Investigation course.- Cranfield DTI Training Workshops Scheduled in Canada and the U.S. Investigation in Safety Management Systems from SCSI Accident: TAAG B737 near Luanda on Nov 11th 2018, loss of cabin pressure A TAAG Angola Airlines Boeing 737-700, registration D2-TBK performing flight DT-453 from Luanda to Namibe (Angola) with 74 passengers and 6 crew, had just levelled off at cruise flight level 330 when the crew initiated an emergency descent due to the loss of cabin pressure. The aircraft levelled off at FL080 and returned to Luanda for a safe landing about one hour after departure. Two passengers were taken to a hospital. The airline reported 4 passenger were injured due to the loss of cabin pressure, two of them were transported to a hospital, the other two treated at the airport. Angola's INAVIC have opened an investigation into the occurrence. http://avherald.com/h?article=4c03ea08&opt=0 Back to Top Incident: Transavia B738 at Funchal on Nov 12th 2018, pressurization problem due to suspected tail strike A Transavia Boeing 737-800, registration PH-HZD performing flight HV-6630 from Funchal (Portugal) to Amsterdam (Netherlands) with 149 people on board, was climbing out of Funchal's runway 05 when the crew stopped the climb at 6000 feet reporting problems with the cabin pressure and decided to divert to Faro maintaining 6000 feet all the time. The aircraft landed safely on Faro's runway 28 about 2:20 hours after departure. The aircraft remained on the ground in Faro for about one hour, then continued the flight climbing to FL300 enroute and landed in Amsterdam with a delay of about 90 minutes. Portugal's Defense Minister reported the crew reported problems with the cabin pressure, fighter aircraft were dispatched to accompany the aircraft into Faro. The airline reported the crew received indication of a tail strike which required an examination of the aircraft. http://avherald.com/h?article=4c03e707&opt=0 Back to Top Incident: LATAM Chile A320 near Cordoba on Nov 12th 2018, hail strike cracks windshields A LATAM Chile Airbus A320-200, registration CC-BFI performing flight LA-487 from Cordoba,CD (Argentina) to Santiago (Chile), was climbing through FL130 out of Cordoba's runway 23 when the crew stopped the climb due to a hail strike that had cracked the windshields. The aircraft landed safely back on Cordoba's runway 23 about 20 minutes after departure. The flight was cancelled. The cracked windshields: http://avherald.com/h?article=4c03e488&opt=0 Back to Top Incident: Aeroflot B738 at Krasnojarsk on Nov 13th 2018, cargo door indication An Aeroflot Boeing 737-800, registration VQ-BWA performing flight SU-1485 from Krasnojarsk to Moscow Sheremetyevo (Russia) with 77 people on board, was climbing out of Krasnojarsk when the crew received an aft cargo door open indication and returned to Krasnojarsk for a safe landing. The indication was identified to be false. The aircraft was able to depart again and reached Moscow with a delay of 6.5 hours. West Siberia's Transport Prosecution Office reported the cargo door indication immediately after takeoff was false. http://avherald.com/h?article=4c03df19&opt=0 Back to Top Incident: Indigo A320 at Kochi on Nov 12th 2018, hydraulic failure An Indigo Airbus A320-200, registration VT-IHF performing flight 6E-6468 from Kochi to Hyderabad (India), was climbing out of Kochi when after retracting the landing gear the crew received indication of a hydraulic failure and decided to return to Kochi. The aircraft landed safely back. A replacement A320-200 registration VT-IEE reached Hyderabad with a delay of 3:15 hours. http://avherald.com/h?article=4c03dcd1&opt=0 Back to Top Incident: Flybondi B738 at Neuquen on Nov 9th 2018, flaps up landing A Flybondi Boeing 737-800, registration LV-HKR performing flight FO-5300 from El Palomar,BA to Neuquen,NE (Argentina), was on approach to Neuquen's runway 27 when the crew reported problems with the flaps and prepared for a flaps up landing. The aircraft landed safely on runway 27 at a higher than normal speed and backtracked the runway back to the apron. The aircraft remained on the ground in Neuquen for about 13 hours before returning to service. http://avherald.com/h?article=4c03db3e&opt=0 Back to Top Incident: JAL B789 at Shanghai on Nov 13th 2018, runway incursion forces rejected takeoff A JAL Japan Airlines Boeing 787-900, registration JA869J performing flight JL-873 from Tokyo Narita (Japan) to Shanghai Pudong (China), had landed on Shanghai's runway 34R, vacated the runway to the left at the last turn off and crossed runway 34L just before the runway end. A Delta Airlines Airbus A350-900, registration N501DN performing flight DL-582 from Shanghai Pudong (China) to Detroit,MI (USA), was accelerating for takeoff from Pudong's runway 34L when the crew observed the 787 enter the runway near the end of the runway and rejected takeoff at high speed (above 100 knots over ground). The crew was able to stop the aircraft about 1180 meters/3870 feet before the runway end. Emergency services needed to intervene and spray the hot brakes. The aircraft subsequently returned to the apron and is still in Shanghai about 13 hours later. The JAL Boeing stopped just past runway 34L and remained stationary there for about 70 minutes before continuing taxi to the apron. China's Civil Aviation Authority have opened an investigation into the serious incident. http://avherald.com/h?article=4c03c0f9&opt=0 Back to Top Northrop T-38C Talon - Fatal Accident (Texas) Date: 13-NOV-2018 Time: 19:40 LT Type: Northrop T-38C Talon Owner/operator: US Air Force (USAF), 47th Flying Training Wing Registration: C/n / msn: Fatalities: Fatalities: 1 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Laughlin AFB, TX - United States of America Phase: Nature: Military Departure airport: Laughlin AFB (KDLF) Destination airport: KDLF Narrative: Crashed at night at Laughlin AFB, Val Verde County, Texas. One fatality and one serious injury. https://aviation-safety.net/wikibase/wiki.php?id=217747 Back to Top Jet makes emergency landing at MSP. No injuries reported. An airplane had to make an emergency landing Monday night at the Minneapolis-St. Paul International Airport, according to a Duluth news station. Nobody was injured in the landing. A KSTP-TV photographer, captured a photo of the aircraft on the runway. According to an article on KBJR Channel 6 new's website in Duluth, the plane was experiencing landing gear issues and diverted to Minneapolis-St. Paul from Duluth where it "landed successfully just after 6:30 p.m. Monday, according to a spokesperson with the Metropolitan Airports Commission." The article said that "according to the website Flight Tracker, the fixed wing multi engine plane took off this afternoon from Raleigh Durham North Carolina, destined for Hibbing before flying to Edmonton International." Officials in Duluth learned that the plane was going to attempt to land in Duluth, the article said, but after circling Duluth for an hour to burn off gas, ultimately decided to land at MSP. Posts on the Minneapolis/St. Paul Aviation Spotting Facebook page said the landing was successful when everyone walked away safely. https://www.twincities.com/2018/11/12/jet-makes-emergency-landing-at-msp/ Back to Top Flight control feature of Boeing 737 MAX under scrutiny after Lion Air accident 13 November 2018 The U.S. Allied Pilots Association (APA), which represents American Airlines Group Inc. pilots, alerted its members of a new flight control feature of the Boeing 737 MAX models. This feature, called MCAS (Maneuvering Characteristics Augmentation System), applies nose down stabilizer in specific conditions when the aircraft nears a stall. The APA quoted a Boeing message as follows: MCAS (Maneuvering Characteristics Augmentation System) is implemented on the 737 MAX to enhance pitch characteristics with flaps UP and at elevated angles of attack. The MCAS function commands nose down stabilizer to enhance pitch characteristics during steep turns with elevated load factors and during flaps up flight at airspeeds approaching stall. MCAS is activated without pilot input and only operates in manual, flaps up flight. The system is designed to allow the flight crew to use column trim switch or stabilizer aislestand cutout switches to override MCAS input. The function is commanded by the Flight Control computer using input data from sensors and other airplane systems. A line of inquiry into the October 29 accident involving a Lion Air Boeing 737 MAX 8 focusses on a possible issue with one of the aircraft's AOA (Angle of Attack) sensors. A subsequent Emergency Airworthiness Directive issued by the FAA stated that erroneously high single angle of attack (AOA) sensor input could result in "repeated nose-down trim commands of the horizontal stabilizer". Which would be the MCAS commanding these nose-down trim commands. APA said the logic behind MCAS was not mentioned in training or in any other manuals or materials. Safety Committee Chairman Capt. Michaelis stated: "It's pretty asinine for them [Boeing] to put a system on an airplane and not tell the pilots who are operating the airplane, especially when it deals with flight controls." Operational Evaluation Report The MCAS system was briefly mentioned in the Operational Evaluation Report, prepared by the Brazilian aviation authorities, ANAC. These reports are prepared by aviation authorities, among others, to determine pilot qualification and type rating requirements including training, checking, and currency requirements. The Brazilian ANAC report, dated January 10, 2018 contains Operator Difference Requirements (ODR) Tables, listing design differences between the Boeing 737-800 and the Boeing 737-8 (MAX), as proposed by The Boeing Company and validated by ANAC. One of these pertained to MCAS: Level B Training is defined by the FAA as 'Level B Training. Level B training is applicable to related aircraft with system or procedure differences that can adequately be addressed through aided instruction. At level B,aided instruction is appropriate to ensure pilot understanding, emphasize issues, provide astandardized method of presenting material, or aid retention of material following training.Level B aided instruction can utilize slide/tape presentations, computer based tutorial instruction,stand-up lectures, or video tapes.' The Operational Evaluation Report prepared by Transport Canada, dated 30 November 2017, contained the same table, without the line referring to MCAS. https://news.aviation-safety.net/2018/11/13/flight-control-feature-of-boeing-737-max-under-scrutiny-after- lion-air-accident/ Back to Top Back to Top WHAT WE CAN LEARN FROM LION AIR 610 By Captain Shem Malmquist A FSI Commentary Editors Note: While the Lion Air 610 investigation continues, it's important to remember that hindsight bias is no substitute for understanding potential combination system failure events. We welcome reader response to Captain Malmquist's commentary. On October 29, 2018, Lion Air flight 610, a Boeing 737 Max 8, crashed shortly after takeoff from Soekarno- Hatta International Airport in Jakarta, enroute to Depati Amir airport. The aircraft was brand new, only having been in service for two months. The day prior to the accident flight maintenance had been performed due to an airspeed and altitude indication problem and an elevator feel differential pressure light illuminated. There were also reported problems with the angle of attack sensing system. In signing the items off, a term familiar to most pilots was used, terms such as "test on ground ok" and "test on ground satisfied". In the immediate aftermath of the accident, Boeing sent out a bulletin which was quickly adopted by FAA as an airworthiness directive to follow the Runaway Stabilizer non-normal checklist. The bulletin stated that in the event of erroneous angle of attack data the stabilizer may trim nose down in increments lasting up to ten seconds. The runway trim exercise is commonly taught in simulators. It is a simple matter, in the Boeing, to counter the trim movement with control column input, and then shut off the stabilizer trim switches thus removing electrical power from the system. In these simulator events it is just one system, the stabilizer trim, that has gone wrong. The motor has gotten "stuck" in the "on" position, and that is driving the stab trim motor. Just remove the power. However, the Boeing bulletin points to something a bit different. Here we can now have a faulty sensor input into a computer system that misleads the system to do the wrong thing. This was not something that could affect earlier models of the B-737. It appears that the feature to add nose-down trim was new to the Max 8 version. It also now appears, based on recent reports, that few pilots flying the aircraft were aware that the aircraft had an angle of attack protection feature built into its trim system. We do not yet know what other systems might be impacted here. Many systems are connected to the angle of attack sensor, including flight instruments and warning systems. If, as reported, the pilots were not aware of the system functionality, it would not be surprising to find that they reacted incorrectly to it. We will learn more as the investigation progresses. In the meantime, there have already been multiple articles and comments indicating that the issue here was pilot competency. I would like to remind all pilots that these types of accidents are rarely due to lack of pilot skill. It is all too easy, as pilots, to think "I would not have done that." The response seems obvious with the clarity of hindsight bias. Part of this arrogance stems from the way we train. In the simulator the events we see are fairly simplistic. They rarely involve one system failing in a subtle way, cascading into multiple other systems. In 1974 a Northwest Airlines Boeing 727 crashed after stalling due to blocked pitot tubes due to ice. Many wondered how an experienced flight crew might not recognize that they were stalling, after all, it was well known that one outcome of iced pitot tubes could be that the airspeed increases with climb, much like an altimeter. The higher indicated speeds led to the crew pulling the nose up to try to prevent an overspeed, but shouldn't that have been obvious? As outlined in the NTSB report, the Board suspected that the elevator feel pitot tubes were also blocked. This creates a confusing situation where the airspeed indication is increasing, and that can be coupled with the control forces acting as if the plane is flying faster as well. This then mixes with overspeed warnings as well as stall warnings. A very confusing situation. We do not know, yet, all that the Lion Air crew had to contend with. We do know that these combination failure events can lead to a situation that can be very difficult to sort out. We also know it is hard for a pilot to handle a situation where the airplane is doing something outside of what they know to be possible. Instead of this being another "I would not have done that" conversation, use it instead to start delving into your aircraft systems. Knowledge is power. In this case, knowledge can keep you alive. Captain Shem Malmquist is a veteran 777 captain and accident investigator. He is coauthor of Angle of Attack: Air France 447 and The Future of Aviation Safety and teaches an online high altitude flying course with Beyond Risk Management and Flight Safety Information. He can be reached at shem.malmquist@gmail.com Back to Top FAA denies report on new probe of Boeing's safety analyses on 737 MAX FILE PHOTO: A Boeing 737 MAX takes off during a flight test in Renton, Washington January 29, 2016. REUTERS/Jason Redmond/File photo (Reuters) - The U.S. aviation regulator denied on Tuesday a report that it had launched a new probe of the safety analyses performed over the years by Boeing Co (BA.N) on its 737 MAX models, following the crash of a Lion Air jet in Indonesia last month. The Wall Street Journal reported on Tuesday that the Federal Aviation Administration (FAA) was reviewing details surrounding the safety data and conclusions the company previously provided to it as part of certifying 737 MAX 8 and MAX 9 models. "The FAA is not doing a safety probe separate from the ongoing Lion Air accident investigation of which we, the NTSB (National Transportation Safety Board) and Indonesian officials are a part," the agency said in an emailed statement. "As we have previously said, we have issued an (airworthiness directive) and will continue to take appropriate action based on what we learn from the investigation. This has not changed," the FAA said. The FAA and Boeing continue to evaluate the need for software and/or other design changes to the aircraft including operating procedures and training as we learn more from the ongoing investigation, the regulator added. Boeing did not respond to requests for comment outside regular business hours. A Lion Air Boeing 737 MAX 8 crashed on Oct. 29 minutes after taking off from Jakarta, killing all 189 people aboard. https://www.yahoo.com/finance/news/u-faa-launches-high-priority-032107726.html Back to Top HELICOPTER SAFETY NEWS Nov. 13, 2018 Contact: Tony Molinaro Phone: (847) 294-7427 U.S. Helicopter Safety Team Provides an Accident Ranking for Different Areas Within the Industry WASHINGTON DC - Every baseball sabermetrics specialist knows that stand-alone numbers such as total RBIs and total pitching wins may not tell the entire story behind a successful or unsuccessful effort. This also holds true when the safety experts from the U.S. Helicopter Safety Team (www.USHST.org) analyze accident data. More information than the total number of accidents needs to be gathered in order to understand the complete story. The USHST has looked at 10 years of helicopter operations data from Jan. 2009 through this year and compared the share of flight hours of every industry type with the percentage share of total accidents and fatal accidents. During this period, U.S. civil helicopters flew more than 31 million flight hours and experienced 1,298 total accidents and 209 fatal accidents. Comparing the share of flight hours with the share of accidents within each industry area, the USHST developed this list: At the top of the list, Air Ambulance helicopters fly about 16 percent of all the industry's hours, so it would be expected that they also would experience about 16 percent of the accidents. However, this is not the case. Only 7 percent of helicopter accidents involve an Air Ambulance mission, resulting in a positive variance of nine points. At the bottom of the list, Personal/Private pilots fly only 3 percent of all flight hours, but they have 22 percent of the accidents. (A negative variance of 19.) The USHST also looked at the same comparison for fatal accidents involving civil helicopters. Although instructional flying, aerial observation and air ambulance operations have somewhat higher amounts of fatal accidents, the numbers are lower than would be expected when compared to the share of flight hours. Note that Air Ambulance stays in the top tier, but does fall from first to the sixth position. This may be because their missions are sometimes carried out in poor weather or in challenging landing areas where the risk of a serious accident is higher. At the bottom of the list, with more fatal accidents than expected are Commercial, Aerial Application, Utilities/Construction and Personal/Private flying. This stems in part because of various risk factors: low- altitude operations, the need to fly near wires, or the higher number of private helicopters with less experienced pilots. Commercial operations, Aerial Application and Personal/Private flying are three areas that the USHST is focusing on with proposed safety enhancements in order to reduce the fatal accident rate 20 percent by 2020. The data presented here is being used by the USHST to concentrate its efforts in areas of the industry with worse than expected accident and fatality rates. Since 2013, the U.S. Helicopter Safety Team has focused on enhancing safe operations and reducing fatal accidents within the U.S. civil helicopter community. From 2012 to 2014, the average number of U.S. accidents per year was 146 and the average number of fatal accidents each year was 25. From 2015 to 2017, this has decreased to 118 total accidents per year (down 19%) and 18 fatal accidents per year (down 28%). Back to Top Pilots are not high-flyers when it comes to English proficiency The aviation industry performs worst in a new ranking ENGLISH, non-native speakers are often told, is vital for a high-flying career. Once necessary only for over- achieving, globe-trotting professionals, fluency in the modern lingua franca is now required for a wide range of jobs. Yet the proficiency of people who use English as a second language differs substantially by country and industry. A recent report from EF Education First, a language school, attempts to measure these differences. EF's English-speaking proficiency index uses test-score data from 1.3m non-native English speakers across 88 countries that have been assessed using its software. The index equally weights reading and listening tasks to classify test-takers' English-language abilities on a scale from zero to 100. Between 2016 and 2018 the EF index shows that the English-speaking abilities of test-takers have improved little in two years. Yet it is the differences between industries that are most striking. The gap between that of the highest-ranked fields, such as media and finance, and that of the lowest, such as retail and aviation, stands at a full ten points. In most industries English-language skills are not a matter of life and death. This cannot be said of aviation. Nonetheless, pilots come in at a lowly seventh among the ten listed aviation job categories. Their average test scores were some 2.5 points below that of marketeers, the best performers, in 2016. Cabin crew fare the worst by far, while air-traffic controllers perform somewhat better than engineers. How have pilots managed to slip under the radar? The International Civil Aviation Organisation recommends using "aviation English" as the standardised language, employing set phrases and protocols in the hope of preventing miscommunication and accidents. However, aviation English has not been adopted as an official standard, and tests are not compulsory. In 1996 two planes crashed in mid-air near Delhi, India, after one of the pilots, a non-native English speaker, failed to understand instructions regarding his plane's flight level. https://www.economist.com/graphic-detail/2018/11/09/pilots-are-not-high-flyers-when-it-comes-to-english- proficiency Back to Top FAA's Bill Johnson Receives FSF-Airbus Human Factors in Aviation Safety Award SEATTLE - Bill Johnson, Ph.D., the U.S. Federal Aviation Administration's (FAA's) chief scientific and technical adviser for human factors in aircraft maintenance systems, was honored Monday with the Flight Safety Foundation-Airbus Human Factors in Aviation Safety Award. The award, presented on the first day of the Foundation's 71st annual International Air Safety Summit (IASS), praised Johnson's "extensive work in, and significant contributions to, human factors research and development, with a focus on human performance in the maintenance and repair of complex systems." The presentation was made by Craig Hoskins, vice president safety, security and technical affairs, Airbus Americas, and a member of the Foundation's Board of Governors. "A major contribution to continuing flight safety is our keen focus on the human in the system. Examples include the design of the aircraft and support equipment, attention to process and procedures, work scheduling, fitness for duty, and the diligent attention to trying to do things right, all of the time. I am delighted to play a part in assuring that we maintain the important human factors focus. Thank you for this award." Johnson joined the FAA in 2006 and since then has guided research related to human factors challenges in aviation maintenance, identifying practical ways to ensure safe and efficient human performance in maintenance and engineering. His research has extended into many domains, including civil aircraft, military helicopters, space vehicles, military electronics and the electric power industry. One of his best-known efforts involved developing and conducting advanced technology maintenance human factors training for Lufthansa Technik and its 10,000 employees and 30,000 external customers worldwide. A prolific writer and public speaker, he has influenced safety programs around the world. Johnson, who earned a bachelor's, master's and Ph.D. in education from the University of Illinois, has more than 40 years of experience in applied research and development. He also has been a licensed pilot and a licensed airframe and powerplant mechanic for more than 50 years. IASS 2018 will continue through Wednesday afternoon. About Flight Safety Foundation Flight Safety Foundation is an independent, nonprofit, international organization engaged in research, education, advocacy and communications to improve aviation safety. The Foundation's mission is to connect, influence and lead global aviation safety. https://www.aviationpros.com/press_release/12436532/faas-bill-johnson-receives-fsf-airbus-human-factors- in-aviation-safety-award Back to Top Data-sharing Leader Shahidi To Take Helm at FSF Flight Safety Foundation (FSF) named Hassan Shahidi, a 35-year aviation veteran who has played a leading role in aviation data-sharing efforts, to take the reins as president and CEO, beginning in January. Shahidi is succeeding Jon Beatty, who steered the global aviation safety organization over the past four years. Beatty, a former United Technologies and International Aero Engines executive, will assist in the leadership transition through the end of January. Shahidi is a long-time executive at Mitre Corp., most recently serving as director of aviation safety and new entrants integration. He helped develop the Aviation Safety Information Analysis and Sharing (ASIAS) capability and worked to extend the data-sharing concept to Asia-Pacific through the AP-Share initiative, a collaboration that includes FSF. FSF announced the appointment during its 71st annual International Air Safety Summit this week in Seattle. "Dr. Shahidi brings unique and deep experience in evidence-based approaches to safety, which is critical to maintain and improve our stellar record in all aspects of aviation," said John Hamilton, vice president of engineering at Boeing Commercial Airplanes and chairman of the Foundation Board of Governors. Hamilton further praised Beatty's leadership at FSF. "He set the leadership bar high and really put the Foundation on sound financial footing while improving our membership base." https://www.ainonline.com/aviation-news/business-aviation/2018-11-13/data-sharing-leader-shahidi-take- helm-fsf Back to Top Virgin Australia engineer sacked for alleged misconduct after raising safety concerns Employee alleged training manuals given to airline's new Boeing 737 pilots failed to comply with federal regulations Virgin Australia told a flight operations engineer whose employment the airline had terminated that the way he had raised safety concerns was threatening and disrespectful. Photograph: Bloomberg via Getty Images A Virgin Australia flight operations engineer who raised safety concerns with his superiors was sacked for alleged misconduct, documents show. Internal records show Brisbane-based Virgin employee Yahya Khattabi raised concerns in mid-September about the training manuals given to the airline's new Boeing 737 pilots, alleging they failed to comply with federal regulations. Senior management disagreed with his claims, but Khattabi persisted and organised a meeting with his superiors for further discussion on 21 September. The meeting did not take place. On the same day, Khattabi received a letter telling him he was suspended with immediate effect for serious allegations that he had breached Virgin's code of conduct. The airline wrote to Khattabi again five days later, expanding on its reasons for the suspension. It alleged Khattabi had "sent a series of emails" in the week before his suspension that "included content and/or adopted a tone that was threatening, inappropriate, disrespectful and unprofessional". It also cited Khattabi's reaction to being suspended as evidence of his misconduct. Khattabi, the airline said, had torn up the suspension letter, laughed, called his superiors "robots", roughly pulled notes from a senior executive in the room, and threatened to sue the individuals present. Virgin terminated his employment several weeks later, saying it had lost trust in him and that he had previously been warned about his communication style. In its termination letter, Virgin said the way he had raised the safety concerns was threatening and disrespectful. "Further, your insistence in your response that raising safety concerns and addressing those concerns was a part of your job indicates that you fail to appreciate that while you may be required to raise and deal with such concerns, the manner in which you raised and pursued those concerns was inappropriate, threatening, disrespectful and unprofessional and ultimately a breach of the code of conduct and your employment contract," the airline said in its termination letter to Khattabi. Khattabi denied he had acted in a threatening or disrespectful way, but asked colleagues who were offended to "accept my apology as it was never my intention". He has since lodged an unfair dismissal claim in the Fair Work Commission, which is due for a conciliation hearing on 22 November, according to documents filed with the tribunal. Khattabi has also composed a 43-page report detailing his concerns with Virgin's 737 training material and submitted it to the Civil Aviation Safety Authority (Casa). "What I found was astonishing, the line pilots were left with very little technical knowledge on takeoff and landing performance," his report to Casa said. "The course itself was confusing with substantial inaccuracies and outright incorrect information. "After careful investigation, I found out that these were not just inaccuracies, but breaches to Casa regulations including the CAO 20.7.1B and CAR 217." His report linked the failings to "poor landing performance in Christchurch in 2015 and a runway excursion in Hobart in 2010". "Both incidents involve the B737 flight crew and both incidents are due to similar causes, mainly, the inadequate training of the B737 flight crew on aircraft performance," he said. Guardian Australia understands Casa has received the report only recently but is considering the information. No formal investigation has begun. In a statement, Virgin Australia said it conducted its own audit of Khattabi's "regulatory compliance" concerns. "We acknowledge concerns were raised by a former employee about regulatory compliance however an audit of the applicable procedures found absolutely no truth to these concerns and the matters to be compliant," a spokeswoman said. She said safety was "at the forefront of Virgin Australia's operations" and was its number one priority. "Virgin Australia is fully compliant with all Casa regulations and has not been informed of any investigation into regulatory compliance matters," she said. The airline could not comment on the specifics of Khattabi's unfair dismissal claim. Aviation expert Neil Hansford, who runs the consultancy Strategic Aviation Solutions, reviewed Khattabi's complaint after being approached by Guardian Australia. Hansford said his early reading suggested the complaint was worthy of investigation. "These manuals in the main are used by people who are joining Virgin to fly the 737," he said. "They're pretty important documents. Without doing an analysis of his documents [myself], they appear to raise issues that are worthy of more attention than what they appear to have had at Virgin." Last month, while Khattabi was suspended, Virgin's group executive, Rob Sharp, wrote to tell him his safety concerns were being investigated, or had already been investigated. "I am the [air operator's certificate] holder and I am fully aware of your specific safety-related concerns and these concerns have been or are in the process of being investigated," Sharp told Khattabi. "You were also advised that some of the issues you have raised have already been dealt with. To the extent that your email below raises any issues not raised before, these will also be reviewed." https://www.theguardian.com/business/2018/nov/14/virgin-australia-engineer-sacked-for-alleged- misconduct-after-raising-safety-concerns Back to Top 'Comfort Animals' Do Not Belong In An Aircraft Cabin; Regulators May Act Soon To Address The Problem By: David Heffernan If you have noticed an increase in the number of animals on flights and in airport terminals, you are not hallucinating. In 2017, U.S. airlines transported one million "service animals" - animals that accompany a person with a disability. By law, these animals may travel in the aircraft cabin without being confined to a pet carrier or being subject to an airline-imposed pet fee. Of these one million animals, more than three quarters are emotional support or comfort animals (or ESAs) - animals that the passenger claims he or she needs due to an emotional or mental disability. These numbers are growing rapidly: airlines predict that ESAs will increase by 150% over the next five years. In fact, many passengers traveling with ESAs are not "disabled" at all: their animals are pets which are not trained to provide any "service." Unscrupulous vendors have enabled this trend by selling "service animal" credentials online. The passengers' motivations are obvious: they want their animal to travel in cabin rather than in the cargo hold. They also want to avoid paying the airline a pet fee that can be $250 for a roundtrip journey. The sheer volume of these animals, coupled with the fact that most are not trained as service animals or to behave appropriately in the aircraft cabin, is creating enormous problems. Airlines report that ESAs frequently urinate, defecate, occupy seats (instead of remaining in the passenger's foot space), and eat off tray tables. Even worse, ESAs have scratched, growled and barked at other service animals (e.g., seeing-eye dogs), flight attendants, gate agents, and other passengers. Most troubling of all, ESAs have bitten or attacked other passengers, including children, airline employees, and other service animals. In June 2017, a window-seat passenger was trapped and mauled by a 40-50 pound pit bull traveling as an ESA. The passenger required 28 stitches to suture facial injuries. Recently, an ESA bit a child on the forehead before the plane even left the gate. Compounding this problem, passengers in increasing numbers are trying to bring in cabin not just domestic animals, such as dogs and cats, but wild and exotic animals, including monkeys, pigs, and fowl. In recent (separate) incidents that attracted extensive media attention, airline passengers tried to bring a peacock and a squirrel on board commercial flights as ESAs. Current service animal regulations presumptively require airlines to accommodate ESAs and strictly limit airlines' ability to question whether an individual is disabled and whether their animal is really a "service animal." These passengers often claim that they need to be accompanied in cabin by their "ESA" because of a fear of flying, but that is not a recognized disability under the law. In response to the growing ESA problem, Congress recently passed a law requiring the U.S. Department of Transportation (DOT) to consider changing its service animal rules. DOT is reviewing the problem with the stated goal of preventing "instances of fraud and ensur[ing] consistency with other federal regulations." DOT is expected to issue a proposed rule by the end of the first quarter of 2019. Some airlines have changed their policies to exclude wild animals and require more rigorous documentation to validate passengers' claims of disability and the need to travel with an ESA in cabin, but the current DOT rules constrain airlines' ability to address the problem. Therefore, the airlines have proposed a regulatory solution that would strike a sensible balance between preserving the legitimate right of passengers with a disability to travel with trained service animals (typically but not always seeing-eye dogs) and preventing ESA-related fraud and abuse. Some disability advocacy groups, particularly those that represent individuals with physical disabilities, including users of seeing-eye dogs, support changes to the existing rules governing ESAs, but other disability groups are concerned about any reduction in the scope of rights and accommodations for air travelers with disabilities. The airlines' solution would have DOT bring its service animals rules into line with those of the Department of Justice (DOJ), which apply to places of public accommodation throughout the U.S., including stores, hotels, stadiums, airports, and other modes of transportation (e.g., buses and trains). DOJ's regulations (unlike DOT's) do not require accommodation of ESAs, precisely because these animals are not trained to perform any task to assist an individual with a disability or behave appropriately in a public setting. This would remedy the current conflict between individuals having no right to bring an ESA into an airport terminal, bus or train, but having a DOT-conferred right to bring such animals into an aircraft cabin - a place of public accommodation that is particularly unsuited for untrained animals. An aircraft cabin is a confined space in which people and baggage (and increasingly also animals) are transported in close proximity to one another for hours at a time in a metal tube that tips and sways while moving at hundreds of miles per hour, with no ability to remove a misbehaving or dangerous animal from the cabin once an aircraft is in flight. The airlines' proposal would fix this problem by bringing DOT's air travel rules into line with DOJ's generally applicable rules. DOT should implement this solution. https://www.forbes.com/sites/davidheffernan1/2018/11/13/comfort-animals-do-not-belong-in-an-aircraft- cabin-regulators-may-act-soon-to-address-the-problem/#204856954aba Back to Top Crew error cited in deadly C-130 crash that sparked Congress' aviation commission Just days after a National Guard C-130 slammed into a Georgia highway in May, the House began pushing for a new commission on military aviation safety, and the Pentagon was peppered with questions. A review by the Air Force now shows the military cargo plane's crew ignored warning signs that led to the crash, killing all nine Puerto Rico Air National Guard troops aboard. The crew's unit also suffered from a culture of complacency up and down the chain of command. Lack of maintenance did not appear to play a role, despite worries about the overall condition of U.S. military aircraft, the service's Aircraft Accident Investigation Board found. "There is no evidence to suggest any other unscheduled maintenance was a factor in the mishap," according to the report. Congress passed a provision over the summer creating a National Commission on Military Aviation Safety to look into the causes of the C-130 crash and a rash of other military aviation incidents over the previous year, including the death of 16 service members when a Marine Corps KC-130 went down in a Mississippi field in July 2017. A widely cited investigation by Military Times found military aviation mishaps increased 40 percent since 2013. Last week, President Trump named four members to the commission, and the leaders of the House Armed Services Committee named two members. "It is essential for our aviators and their families - as well as for our military's ability to recruit, retain, and perform its mission - that Congress have an authoritative, objective, apolitical look at the causes of this problem so that we can figure out what is going wrong and what actions need to be taken," Rep. Adam Smith, D-Wash., the Armed Services ranking member and sponsor of the commission legislation, said in May. The review of the crash in Georgia, less than two miles from the Savannah airport, found that the direct cause was a pilot of the C-130 executed the wrong maneuver after problems with one of the engines. But the air crew also failed to prepare for emergencies, reject a flawed takeoff attempt, and follow safety checklists. The Puerto Rico Air National Guard maintainers also "showed a distinct lack of motivation to ensure engine one was operationally ready for flight" after seeing it was not functioning at full power. Air Force investigators interviewed personnel at the crew's 156th Airlift Wing, which is based out of the U.S. territory's Muniz Air National Guard Base, and found low morale was an issue. The Guard members there said they felt like an "afterthought" for the Air Force because they were given the oldest C-130 aircraft in the service, according to the report. The aircraft that crashed in Savannah was bound for the service's "boneyard" in Arizona to be decommissioned. The conditions at the aging and hurricane-damaged Muniz Air National Guard Base also sapped attitudes in the wing and led to complacency, airmen said. Damage from Hurricane Maria last year had not been repaired. "The damage caused a significant loss of workspace and subsequent lack of maintenance and repair facilities," the report found. https://www.washingtonexaminer.com/policy/defense-national-security/crew-error-cited-in-deadly-c-130- crash-that-sparked-congress-aviation-commission Back to Top Pacific Air Cargo adds sixth daily flight to Honolulu-Los Angeles schedule Thomas Ingram and Tanja Janfruechte Hawaii-based freighter operator Pacific Air Cargo (PAC) has added a year-round sixth flight to its scheduled five times a week Los Angeles-Honolulu-Los Angeles service. The Monday-Saturday B747-400F flights depart Los Angeles 02:30, arrive Honolulu 06:00, and then depart Honolulu 14:30 to arrive Los Angeles 22:30. PAC chief executive Tanja Janfruechte said: "It has been our long-held goal to make the peak season 'extra' flight a permanent year-round feature." She continued: "We have always maintained strong relationships with our partners, helping each other to understand the drivers of our respective businesses, so I see this resultant new flight as an exciting opportunity for us all." Chief operating officer Thomas Ingram added: "As our partners continue to grow, we are excited to grow with them, providing the service and flexibility their businesses demand." PAC provides of air cargo and airfreight logistics services between Los Angeles and Hawaii and throughout the South Pacific islands. The company specialises in oversize cargo; livestock and VIP pet transportation; third party cargo handling and warehousing, and ad hoc charter flights. https://www.aircargonews.net/news/airline/freighter-operator/single-view/news/pacific-air-cargo-adds-sixth- daily-flight-to-honolulu-los-angeles-schedule.html Back to Top Vietnam's newest airline Bamboo gets aviation licence HANOI: Vietnam's newest carrier Bamboo Airways has been granted a licence to fly, officials and the airline said, paving the way for its inaugural flight in a region crowded with competitors. Run by one of the country's richest men, Bamboo will compete with well-established heavy hitters such as national carrier Vietnam Airlines and budget carrier Vietjet to serve a mushrooming middle class with growing appetites, and budgets, for travel. Vietnam's Transport Ministry said Bamboo's official aviation licence had been approved and that it would aim to operate 100 routes, including to lesser-travelled destinations in Vietnam and elsewhere in Asia, with plans to eventually fly to North America. "The first domestic flights ... are aimed at reducing pressure on aviation infrastructure in major cities, strengthening regional links (and) promoting tourism to Vietnam," the Transport Ministry said in a statement Tuesday. The airline is owned by Trinh Van Quyet, who heads the FLC property empire that includes lush beachside resorts, golf clubs and luxury condos across Vietnam, a country still under one-party communist rule. Bamboo has already signed up to buy 20 of Boeing's 787 Dreamliners worth US$5.6 billion and committed a further US$3.2 billion to buy 24 Airbus A321neo planes. The airline said its inaugural flight, originally scheduled for last month, should take place before the end of the year. "We have conducted a flight test, the results show that the aircraft fully meets technical specifications (and is) ready to go into operation," CEO Dang Tat Thang said in a statement. Bamboo is hoping to steal customers from competitors by luring them to off-the-beaten-path destinations in Vietnam such as Quy Nhon and Thanh Hoa and by offering bundled travel packages to FLC resorts. But analysts say the outdated model may not work in an era where most travellers can easily tailor holidays online, and wonder whether Bamboo's big bet will pay off in Southeast Asia's busy aviation market. Quyet told AFP in an interview earlier this year that he is certain the airline "will be huge" and expects to make a profit soon after launch. Born to a poor rural family near Hanoi where life among bamboo trees inspired the airline's name, he now runs FLC Group with a market capitalisation of around US$200 million. Vietnam's aviation sector has soared in recent years, with passenger numbers jumping to 62 million last year from 25 million in 2012. There are already six commercial aviation licences granted in Vietnam, including for a chartered helicopter service and a seaplane carrier. Faced with increasingly squeezed airport capacity and tough competition across the region, in particular from budget airlines like AirAsia and TigerAir, the market has shown signs of cooling. In 2009, Vietnam's first operational private airline Indochina Airlines ceased operation after just one year in the market due to financial troubles. https://www.channelnewsasia.com/news/asia/vietnam-newest-airline-bamboo-airways-aviation-licence- 10925554 Back to Top Amazon Air may be on the hunt for more cargo planes as it takes delivery of 40th aircraft Amazon CEO Jeff Bezos unveils on Monday the final aircraft delivered under a lease with Atlas Air at a ceremony at an airport in Long Beach, Calif. (Amazon) The Boeing 767 delivered Monday is the 40th aircraft leased by Amazon Air. (Amazon) Amazon CEO Jeff Bezos unveils on Monday the final aircraft delivered under a lease with Atlas Air at a ceremony at an airport in Long Beach, Calif. (Amazon) Amazon, which on Monday took delivery of the 40th and final Boeing 767 cargo plane leased under deals announced in 2016, is said to be seeking more aircraft to move packages between its warehouses and facilities that ship them on to customers. Amazon on Monday took delivery of the 40th and final plane in a lease deal for its expanding air-cargo operation. More may be on the way. A senior executive at an aircraft lessor said Amazon was shopping around for more Boeing 767 freighters and had put out a request for proposals for an additional six jets earlier this year. It's unclear how far along Amazon is in that process. A spokeswoman declined to comment. Amazon jumped into the airfreight business in 2016, striking a deal with Air Transport Services Group to lease 20 used Boeing 767 cargo jets. Two months later, it announced its intentions to lease 20 more planes, this time from Atlas Air Worldwide Holdings. That deal also granted Amazon the option to purchase as much as 20 percent of the Purchase, New York-based company, and an additional 10 percent should Amazon increase its business with Atlas. Amazon took delivery of the final aircraft from Atlas on Monday at a ceremony at an airport in Long Beach, Calif. Sarah Rhoads, director of Amazon Air, said in an interview earlier this year that she was focused on integrating the new aircraft into Amazon's expanding logistics operations before the arrival of the peak U.S. holiday shopping season. Still, the 40th delivery represents "impressive growth," and "is kind of a noteworthy milestone," she added. Potentially complicating Amazon's search for more jets is a tight market for Boeing 767 freighter aircraft, the result of a lack of used passenger models available for conversion, said the aircraft-lessor executive, who requested anonymity to preserve business relationships. He speculated that Amazon may end up turning to the Airbus A330 freighter to expand its fleet more quickly. Bloomberg News reported earlier this year that potential interest from Amazon and UPS had spurred Airbus to consider a freighter variant of the new, neo- branded variant of the widebody aircraft. Amazon Air's fleet takes packages bound for customers to regional Amazon sortation centers, part of the "middle mile" journey in logistics speak. At sort centers, workers group items going to the same area for handoff to an Amazon local delivery hub or U.S. Postal Service office for last-mile delivery. "We're that elastic band in the middle mile," Rhoads said. The company, she says, continues to rely on traditional carriers like UPS and FedEx. But in recent years Amazon's need to move goods around its fast-growing logistics network meant "we have to satisfy that internally as well." The delivery of Amazon's 40th plane Monday was timed to coincide with Veterans Day. Rhoads, a former U.S. Navy pilot, started her career at Amazon working in the company's warehouse cluster in Kentucky before growing responsibilities took her to Britain. It's common to find former armed-service members in Amazon's order fulfillment and operations groups, where they can make use of logistics or supply-chain training they received in the military. The company said Monday that it employs nearly 20,000 veterans and spouses of service members, up from about 17,500 a year ago. Amazon is still in the planning stages of an announced $1.49 billion investment in a massive freight hub at Cincinnati/Northern Kentucky International Airport in Hebron, Kentucky, that the airport says includes capacity for 100 or more planes. The carriers that lease and operate Amazon Air's planes - Air Transport Services Group and Atlas - are both involved in a contentious labor dispute with the pilots' union, which charges that the operators offer substandard pay and require long hours that threaten their safe operation. Since Amazon came onboard as their best-known customer, the pilots have urged the online retailer to apply pressure to its contractors, demonstrating and picketing outside Amazon's Seattle headquarters. Rhoads said the company hadn't been affected by the labor strife, and was able to "maintain consistent performance across the board," she said. "We have a resilient network." https://www.seattletimes.com/business/amazon/amazon-air-may-be-on-the-hunt-for-more-cargo-planes-as- it-takes-delivery-of-40th-aircraft/ Back to Top Gulf Flight Safety Council Meeting (02-2018) 05-06 Dec, 2018 Golden Tulip Hotel Seeb Muscat, Exhibition St, Muscat 111 Muscat, Sultanate of Oman Registration - Reply to: info@gfsa.ae www.gfsc.aero Back to Top ISASI Update Periodic News from the International Society of Air Safety Investigators No. 34, November 2018, Esperison (Marty) Martinez, Editor ISASI Executive Office Incumbents Retain Seats The Ballot Certification Chairman and Nominating Committee Chairman certified the election of the 2018 Executive Officers, U.S. Councilor, and the International Councilor. Those elected for a two year term are as follows: President, Frank Del Gandio; Vice President , Ron Schleede; Secretary, Chad Balentine; Treasurer Robert (Bob) MacIntosh; U. S. Councilor, Eugene (Toby) Carroll, Jr.; and International Councilor, Caj Frostell. All were incumbents and were returned to their positions. ISASI 2018 'Truly International' President Frank Del Gandio characterized ISASI 2018 as "...truly international" citing the record setting 46 countries represented at the Society's annual Accident Investigation and Prevention Seminar. Barbara Dunn, ISASI's Seminar Chairperson added that the overall programs were exceptionally well received by all 287 attendees, including 33 companions. President Del Gandio added that the support provided by General Civil Aviation Authority, UAE for the event held in Dubai Oct 29-Nov 2 was evident in the well orchestrated event which included a day of tutorials attended by 103 and an optional tour day, attended by 50. He noted that attendees expressed pleasure with the seminar's venue as it permitted opportunity for more outdoor activity encouraging interaction among them. He concluded; "ISASI 2018 proved to be an exceptional platform for the discussion of The Future of Aircraft Accident Investigation." Plans are underway for ISASI 2019 - September 1-6 at The Hague. Its Theme: "Future Safety: Has The Past Become Irrelevant?" Capt. M.A. Aziz Receives Lederer Award ISASI's 2018 Lederer award was presented to Capt. Mohammad A, Aziz (Middle East Airlines, Ret.) for his efforts to establish and grow MENASASI and a lifetime spent to improve aviation safety through investigation. The presentation was made before 250 attendees at the Society's 49th annual International Accident Investigation and Prevention Seminar Awards Banquet held in Dubai, UAE, in late October. List of Winners Recipients of the ISASI Jerome F. Lederer Award * 2017 - Mr. Chan Wing Keong * 2016 - Eugene "Toby" Carroll * 2015 - Ladislav Mika (Ladi) * 2014 - David King * 2013 - Frank S. Del Gandio and Myron P. "Pappy" Papadakis * 2012 - Dr. Curt Lewis * 2011 - Paul-Louis Arslanian * 2010 - Michael Poole * 2009 - Capt. Richard B. Stone * 2009 - Australian Transport Safety Bureau * 2008 - Don Bateman * 2007 - Tom McCarthy * 2006 - Richard H. Wood * 2005 - John D. Rawson * 2004 - Ron Chippindale (deceased 2/12/08) * 2003 - Caj Frostell * 2002 - Ronald L. Schleede * 2001 - John Purvis and The Transportation Safety Board of Canada * 2000 - Nora Marshal * 1999 - Capt. James McIntyre (deceased 11/19/01) * 1998 - A. Frank Taylor * 1997 - Gus Economy * 1996 - Burt Chesterfield * 1995 - Dr. John K. Lauber * 1994 - U.K. Aircraft Accidents Investigation Branch * 1993 - Capt. Victor Hewes * 1992 - Paul R. Powers * 1991 - Eddie J. Trimble * 1990 - Olof Fritsch * 1989 - Aage A. Roed (deceased 1/25/03) * 1988 - H. Vincent LaChapelle * 1987 - Dr. Carol A. Roberts * 1986 - Geoffrey C. Wilkinson * 1985 - Dr. John Kenyon Mason * 1984 - George B. Parker * 1983 - C.O. Miller (deceased 10/20/03) * 1982 - C.H. Prater Houge * 1981 - Dr. S. Harry Robertson * 1980 - John Gilbert Boulding * 1979 - Gerard M. Bruggink * 1978 - Allen R. McMahan * 1977 - Samuel M. Phillips ISASI Gains ARCM Status Daniel Barafani, Latin America ISASI Latin America Regional President, reports that ISASI has been granted "Special Observer" status in the MG Regional Cooperation Mechanism (ARCM) of South America which has the mission of "supporting States, upon request, on all matters relating to aircraft accidents and incident investigations." The main objective of the ARCM is to improve and achieve an appropriate level of cooperation between the countries of the SAM region, taking into account the capabilities of each State, through the respective agencies responsible for aircraft accident investigation in order to help achieve the goals set in the Declaration of Bogotá. In its Special Observer status, ISASI can facilitate collaboration and cooperation to AIG organizations of the ARCM member States, not only in the investigation technical area but also in training and exchange of information. Member states include: Argentina, Bolivia, Brazil, Chile, Colombia, Ecuador, Guyana, Panamá, Paraguay, Perú, Suriname, Uruguay, and Venezuela. Larry Fogg Granted Life Membership ISASI President Frank Del Gandio has granted Larry L. Fogg Life Membership status in ISASI as he meets the requirements of reaching age 70 and having paid dues for at least five years. The new status recognizes Larry as a "member in good standing for life" as he is no longer required to pay membership dues. In a letter forwarding Larry his "Life" membership identification card, President Del Gandio wrote: "We hope you will continue to enjoy and participate in the Society's activities. Congratulations and thank you for your support and interest in the International Society of Air Safety Investigators." Lederer Award Committee Seeks 2019 Nominations The Jerome F. Lederer Awards Committee Chairman, Gale Braden, seeks new 2019 nominations. No new nominations for the award were received in 2018. "Usually we get one to three per year. Surely there are some deserving investigators among us," Braden said. He urged ISASI members to "nominate a person or persons you believe deserves consideration for this award." This award, ISASI's highest recognition for individual or group efforts to promote or improve air safety through investigations, was established in honor of Jerome F. Lederer for his many significant contributions to aviation safety during his lifetime. Each year, at the Society's annual seminar, ISASI presents The Jerome F. Lederer Award to the winner. The award recognizes positive advancement in the art and science of air safety investigations. To be considered for the 2019 Jerome F. Lederer Award, nominations must be received by the committee chairman on or before May 31, 2019 "The criterion for the award is quite simple," Braden said. The Lederer Award recognizes outstanding contributions to technical excellence in accident investigation. Any member of the Society in good standing may submit nominations. The award can be given to a group of people, an organization, or an individual, and the nominee does not have to be an ISASI member. The award may recognize a single event, a series of events, or a lifetime of achievement. The ISASI Awards Committee considers such traits as duration and persistence, standing among peers, manner and techniques of operating, and of course, achievements. The nomination letter for the Lederer Award should be limited to a single page, if not it will be edited down to one page. The nominees are considered for three years, if not selected, after a year they can be re-nominated. This prestigious award usually results in positive publicity for the recipient, and might be beneficial in advancing a recipient's career or standing in the community. Nominations should be mailed, or e-mailed to the ISASI office or preferably directly to the Awards Committee Chairman, Gale E. Braden, 13805 Edmond Gardens Rd, Edmond, OK 73013 USA, or to the email address, galebraden@gmail.com. More information can be found on the ISASI website under the Awards section: www.isasi.org SASI Pakistan Discusses Seminars SASI Pakistan President Sayed Naseem Ahmed held discussions with Assistant Chief of Air Staff Air Commodore Shahid Jahangiri at the College of Aviation Safety Management (CASM) regarding the possibilities of conducting seminars and courses for PAF. The Air Commodore was also briefed on the mission, role and activities of the ISASI. He expressed appreciation for SASI Pakistan's contribution to aviation safety in Pakistan. SASI Pakistan plans to hold its annual seminar in Lahore in December 2018 or January 2019. Speakers from the globe will be invited to share their views on safety with Pakistani delegates from civil society, aviation, rail, road and industrial safety organizations. NZSASI Seats New Officers The New Zealand Society of Air Safety Investigators has had a recent change of office holders. Now serving the society are: President, Graham Streatfield; Vice President, Russell Kennedy; Secretary/Treasurer, Bryan Franklin and Alister Buckingham, NZSASI Councilor. Web site posting of the regional ANZSASI seminar to be held in June and its Call for Papers is expected to be made soon. Articles in Upcoming ISASI Forum Helicopter Accident Trends in 8 ISASI Countries-Robert Matthews, former FAA Senior Safety Analyst, Office of Accident Investigation; Rex Alexander, safety consultant, and Richard "Dick" Stone, ISASI Executive Advisor review helicopter accident data to highlight safety improvements, to suggest ongoing problem areas, and to make recommendations to continue improving helicopter flight safety. Electric Air Taxis and the Adaptation of Air Safety Investigators-Nicolette R. Meyer, Kapustin Scholarship awardee from Embry-Riddle Aeronautical University offers a preview of air traffic and air safety issues in the near future that accident investigators may face. Passenger Brace Position in Aircraft Accident Investigations-Jan M Davies, Professor, University of Calgary; Martin Maurino, Technical Officer, Safety, Efficiency, and Operations, ICAO; and Jenny Yoo, Advisor to the Korea Aviation and Railway Accident Investigation Board and Cabin Safety Analysis Group Chair, Korea Transportation Safety Authority studied 34 NTSB accident reports from 1983 through 2015 finding that only five mentioned the brace position and one included brace position recommendations. Using Data to Assess Performance of Safety Management-Nektarios Karanikas, Associate Professor of Safety & Human Factors, Aviation Academy, Faculty of Technology, Amsterdam University of Applied Sciences, Amsterdam, identified positive and negative areas of safety management systems through analysis of data and discussions with organization staff. The Impact of Hollywood on Accident Investigation-Dr. Katherine A. Wilson, US National Transportation Safety Board and Darren Straker, Chief Inspector of Air Accidents with the Hong Kong Air Accident Investigation Authority (AAIA) examine how movies and other media that portray air accident investigations can delve into fiction for the sake of drama. A Trip to the Land of Merlion-Faisal Bashir Bhura, Squadron Leader, Pakistan Air Force and Directing Staff at the College of Aviation Safety Management, PAF Base, Masoor provides a personal account about attending a fellowship training program held at the Singapore Aviation Academy. www.isasi.org Back to Top Develop your career with our Fundamentals of Accident Investigation course The Cranfield Safety and Accident Investigation Centre (CSAIC) is helping to improve safety and shape the future of the transport industry. If you're working in the air, marine or rail transport industry and are looking to further your experience in accident investigation - look no further - our Fundamentals of Accident Investigation course focuses on the core skills needed to become an accident investigator. By combining the air, marine and rail transport industries, you will gain all of the knowledge you need for a balanced view of the accident investigation process. Our next course will run 14 January -1 February 2019 Find out more and register your place Have you subscribed to our Safety and Accident Investigation Blog? Earlier this year, we launched our Safety and Accident Investigation blog which gives information, insights and thoughts from our Cranfield Safety and Accident Investigation Centre team. In our latest blog, Bill Dawson, Senior Inspector (Ports & Harbours) for the Defence Safety Authority, writes about his time at Cranfield University whilst studying our Fundamentals of Accident Investigation and Applied Marine Accident Investigation short courses. Sign up here Please take a look and subscribe, to ensure you're the first to receive our latest content. We'd love to hear your feedback too. Contact us on: E: shortcourse@cranfield.ac.uk T: +44 (0)1234 754189 Curt Lewis