FSI Logo Flight Safety Information
 Top Flight Safety Information 

April 17, 2015  -  No. 075

In This Issue
Swearingen SA226-TC Metro II Accident
Air marshal left loaded gun in Newark airport bathroom stall
Should Professions Like Pilots Have Less Medical Privacy?
After Alps Crash, Some Experts Ponder Flights Without Pilots
Southwest Airlines passenger booted off jet for using pen to jab snoring man
No Cost Safety Classes
Asia Pacific Airline Training Symposium...15-16 September 2015
2015 NSC Aviation Safety Committee Meeting...Meeting Dates: May 13-14, 2015
6th Pan American Aviation Safety Summit
Early Bird Registration closes on 15 April 2015...:...EAAP "Human Factors in Flight Safety: SMS, Risk Management & Safety Investigation
Upcoming Events
JOBS AVAILABLE (New Positions)
Curt Lewis & Associates, LLC - Services
Swearingen SA226-TC Metro II Accident

Status:Preliminary - official
Date:Monday 13 April 2015
Time:ca 07:08
Swearingen SA226-TC Metro II
Operator:Carson Air
C/n / msn:TC-235
First flight:1977
Engines:Garrett TPE331-10UA-511G
Crew:Fatalities: 2 / Occupants: 2
Passengers:Fatalities: 0 / Occupants: 0
Total:Fatalities: 2 / Occupants: 2
Airplane damage:Destroyed
Airplane fate:Written off (damaged beyond repair)
Location:N of Vancouver, BC (   Canada)
Crash site elevation:900 m (2953 feet) amsl
Phase:En route (ENR)
Departure airport:Vancouver International Airport, BC (YVR/CYVR), Canada
Destination airport:Prince George Airport, BC (YXS/CYXS), Canada
A Swearingen SA226-TC Metro II cargo plane, operated by Carson Air, crashed in the North Shore Mountains near Vancouver, Canada killing both crew members.
The airplane departed Vancouver International Airport, BC (YVR) at 07:02 hours local time on a cargo flight to Prince George Airport, BC (YXS). Radar contact was lost at 07:08 hours.
A search party found the wreckage the next day on a snowy wooded hillside, southeast of Crown Mountain.
The TSB reported that "the radar track showed a very steep descent," with the aircraft descending from about 7900 feet to about 3000 feet in less than one minute. The TSB said that the was "consistent with uncontrolled flight."

Loss of control

 CBC, 14-4-2015

METAR Weather report:
13:46 UTC / 06:46 local time:
SPECI CYVR 131346Z 09008KT 15SM -RA FEW033 SCT056 OVC069 07/04 A2989 RMK SC2SC2AC4 SLP123

14:00 UTC / 07:00 local time:
CYVR 131400Z 15004KT 090V190 15SM -RA FEW033 SCT042 BKN054 OVC069 07/04 A2990 RMK SC2SC2SC3AC1 SLP124
Wind 150 degrees at 4 knots, carying 90-190 degrees; visibility: 15 miles; rain; Few clouds at 3300 feet; Scattered clouds at 4200 feet; Broken clouds at 5400 feet; Overcast at 6900 feet; Temp. 7C; Dew point 4C


Back to Top

Air marshal left loaded gun in Newark airport bathroom stall, sources say

A federal air marshal left his loaded gun in a bathroom stall, sources said.

NEWARK -- A federal air marshal left his loaded gun in a bathroom stall at Newark Liberty International Airport, then boarded a flight he was assigned to protect without it, NJ Advance Media has learned.

The incident occurred late last month, when the marshal left the handgun on top of a toilet paper dispenser in the public men's room near Checkpoint 2 in Terminal C, according to a Transportation Security Administration supervisor and a law enforcement source, who asked their names not be used because they were not authorized to discuss the incident.

The gun was discovered by a airport janitor, who alerted a TSA supervisor, the sources said. The janitor and supervisor sealed off the stall and called Port Authority Police.

Officers took possession of the weapon, which upon inspection was found to be loaded, and then traced its serial number to the marshal, the sources said.

The sources did not know the precise date of the incident, which they said occurred in the last afternoon or early evening.

A TSA spokesman for the marshal service, Michael D. Pascarella, declined to comment.

"TSA will not discuss the mission activities of Federal Air Marshals," Pascarella said in an email.

A Port Authority Police spokesman, Joe Pentangelo, also declined to comment.

Federal air marshals are law enforcement officers within the TSA, who pose as airline passengers with a mission, "to detect, deter, and defeat hostile acts targeting U.S. air carriers, airports, passengers, and crews," according to the TSA, a branch of the Department of Homeland Security. Unlike the unarmed TSA screening officers recognizable to fliers at security checkpoints, marshals carry guns and dress in plain clothes.

"Federal Air Marshals must operate independently without backup, and rank among those Federal law enforcement officers that hold the highest standard for handgun accuracy," the TSA states, referring to the importance of not shooting holes in a pressurized aircraft cabin. "They blend in with passengers and rely on their training, including investigative techniques, criminal terrorist behavior recognition, firearms proficiency, aircraft specific tactics, and close quarters self-defense measures to protect the flying public."

By its stealthy nature, the Air Marshal Service does not attract much attention to itself or its undercover operatives. However, eight New York-based marshals made headlines in 2012 when they were fired for drinking at a restaurant while on duty, six others were suspended for failing to report them.


Back to Top

Should Professions Like Pilots Have Less Medical Privacy?

Since it was revealed that Andreas Lubitz - the co-pilot who purposefully crashed Germanwings Flight 9525, killing 150 people - had been treated for psychiatric illness, a debate has ensued over whether privacy laws regarding medical records should be less strict when it comes to professions that carry special responsibilities.

It has been widely argued that Germany's privacy laws were to blame for the tragedy. The Times, for example, headlined an article: "German obsession with privacy let killer pilot fly." Similarly, another article published in TIME said "German privacy laws let pilot 'hide' his illness from employers."

While Dirk Fischer, German lawmaker and the transport spokesman for the Christian Democratic Union (CDU), called for airlines to have mandatory access to pilots' medical records, Frank Ulrich Montgomery, president of the German Medical Association (BK), disagreed. Montgomery believes that current laws are appropriate, since aviation doctors are already relieved of their duties of confidentiality if they think a pilot could put other people's lives at risk. If Lubitz's doctor did not alert Germanwings, it must have been because Lubitz did not seem like a threat.

Confidentiality and trust

There are two arguments for why Lubitz's doctor did the right thing by not disclosing Lubitz's depression to his employer. First, functional doctor-patient relationships depend on trust. If confidentiality between patients and doctors is breached, patients will no longer trust their doctors. And a lack of trust will lead (at least some) patients to hide some of their symptoms or refrain from seeking medical attention altogether for fear of bad consequences, such as stigmatisation and work-related penalties.

More dangerous than a pilot with a mental illness - or any number of other professions that carry the responsibility of a great many lives - is that one with a mental illness who will not seek treatment because he does not trust his doctor.

For these reasons, philosopher Kenneth Kipnis goes even further. He argues that confidentiality should be "far closer to an absolute obligation that it has generally taken to be" and that doctors should honour confidentiality even in cases where the patient might harm a third party. If patients come to doctors for help, doctors have a chance at avoiding a possible catastrophe. If patients lose trust on doctors and do not ask for help, nothing will be gained - patients will remain afflicted by their illnesses and people who might be put at risk by patients will remain at risk.

In the days before the crash, Lubitz searched online both for medical treatments and for ways to commit suicide, which suggests he was undecided as to what to do. So another way of thinking about his scenario is that perhaps if he had trusted his doctor even more - and shared with him or her the way in which he was thinking of committing suicide - his doctor could have done more to help him and to protect the passengers of the aircraft he piloted.

Lubitz's doctor also did the right thing by not revealing his depression to Germanwings because his depression was far from obviously related to his crime. Simon Wessely, the president of the Royal College of Psychiatrists and an adviser to the British army, said that "there isn't a link between depression and aggressive suicide". Jrgen Margraf, psychologist and professor at Bochum University, likewise told NBC News that, given the sheer weight of numbers involved, you are far less likely to be harmed by a person with depression than by a person without depression: "The chances of killing others are higher for non-depressed than for depressed people," he said.

Furthermore, given the lack of relationship between depression and the pilot's crime, it was not obviously in the public's interest to know about Lubitz's depression and morally questionable that his medical history of depression has been exposed so freely. In Germany, medical confidentiality is supposed to be valid after death. Publicly disclosing Lubitz's ailment harms the public trust in doctor-patient confidentiality after death - and it may stigmatise people who are suffering from depression but who would never hurt anyone (but themselves).

The avoidable deaths of 150 people is a calamity and it makes sense to have a public debate about how to prevent future similar events from happening. Luckily, breaching confidentiality and endangering relationships between patients and doctors is not the only answer.

Along with the crucially important rule of having two people in the cockpit at all times (which violates nobody's privacy), one medical measure to avoid future catastrophes is to notify employers of stay-home orders from doctors for employees who have high-responsibility jobs without mentioning the cause of the incapacitation. Lubitz reportedly had a sick note for the day he flew but never told the airline. If they had been aware of the sick note things might have been different.


Back to Top

After Alps Crash, Some Experts Ponder Flights Without Pilots

French gendarmes, seen in this picture made available to the press by the French Interior Ministry April 1, 2015, work near debris from wreckage showing a German flag at the crash site of an Airbus A320, near Seyne-les-Alpes.

To improve airline safety, maybe we need to remove the pilots.

That radical idea is decades away, if it ever becomes a reality. But following the intentional crashing of Germanwings Flight 9525 by the co-pilot, a long-running debate over autonomous jets is resurfacing. At the very least, some have suggested allowing authorities on the ground to take control of a plane if there is a rogue pilot in the cockpit.

The head of Germany's air traffic control agency on Wednesday became the latest to raise such a prospect.

Such moves might seem logical in the aftermath of this crash, but industry experts warn that the technology is fraught with problems. Besides, no matter how tragic the deaths of the 149 other passengers and crew were, it was an anomaly. Each year, more than three billion people around the globe step aboard some 34 million flights. The number of crashes purposely caused by commercial pilots in the last three decades: fewer than 10.

"Would this really be the wisest investment of our air safety dollars?'' asks Patrick Smith, a commercial airline pilot for 25 years and author of "Cockpit Confidential.''

Smith says that even the newest jets would need an expensive reengineering of their key systems. And that doesn't even tackle any of the concerns over terrorists hacking into the communications link and taking over the jet.

Despite those major technical - and psychological - hurdles, the concept isn't so farfetched.

There was a time when riding an elevator without an operator seemed unimaginable. Today, we don't think twice about stepping into an empty elevator. Airports around the world have trams without drivers, as do some subways systems. Even cars are starting to take some of that control away from us: the latest models will automatically brake if there is a sudden hazard.

The military already has pilots remotely flying drones that are on the other side of the earth. But making that jump for passenger jets is simply unnerving.

Planes don't operate in the confined space of an elevator shaft or train tracks. And flying has always seemed unnatural. When jets make odd noises or hit a rough patch of turbulence, we eagerly wait for that soothing voice of the pilot to tell us that everything is ok.

"The real reason a person wants another human in the cockpit is because they want to believe there's somebody in the front who shares their own fate and thus if anything goes wrong, they will do everything they can to save their own lives,'' says Mary Cummings, a former U.S. Navy fighter pilot who is now a Duke University professor studying autonomous flight.

That's why Cummings and other aviation experts see cargo planes being the first aircraft to fly over the U.S. without pilots. First, the big cargo companies would go from two pilots to one with a team of pilots remotely assisting from the ground. Then all operations would shift to the ground.

Airlines would save on pilot training, salaries, retirement costs and hotel and travel expenses. Plus, ground-based pilots would be able to hand off flights from one to another, allowing them to work normal eight hour shifts even if their jet is in the air for 12 hours.

Cummings says such a shift could occur in 10 or 15 years.

"In my mind, it's a done deal,'' she says. "The business case is so strong.''

Pilots are getting further and further removed from their aircraft.

In the past, pilots would pull back on the yoke which was connected to a cable that ran the length of the plane. That cable would move flaps on the tail called elevators, causing the plane to climb. Today, there is no cable. When the pilot moves the yoke a computer sends a signal to the rear of the plane, moving the elevators.

The majority of aircraft maneuvers outside of takeoff and landing are already automated. Even when a pilot wants to change course, they program the new directions into the plane's computer instead of making the turns themselves.

If that weren't removed enough, Airbus is exploring a windowless cockpit. The aircraft manufacturer is experimenting with a system of cameras and screens that would give pilots a wider, more-detailed view, although one step removed from reality.

Todd Humphreys, a University of Texas professor of aerospace engineering, says it isn't hard to go one step further and have the pilots watching those same screens from a room on the ground.

"Anything you can control with knobs or buttons, without getting out of your seat, can be done equally well - or even better - on the ground,'' Humphreys says.

Humphreys argues that ground-based pilots wouldn't have to deal with time zone changes and jetlag, uncomfortable airport hotels or even the dehydration that comes after long flights.

Since most flights don't have a problem, "pilots only face extreme challenges once in a blue moon,'' Humphreys says, and might not be most apt to handle an emergency. Instead, he says you could have a team of specialized experts in the room with all the remote pilots who could jump in and assist with any emergency, actually reducing the amount of pilot error.

Pilots mostly disagree with that, saying they need to make split-second decisions. Take US Airways Flight 1549 which famously landed on the Hudson River. Capt. Chesley "Sully'' Sullenberger had seconds to decide what to after both engines were disabled by a bird strike. And how would pilot thousands of miles away handle a fire in the cockpit?

Ultimately, it will come down to passengers. Are travelers more worried about the rare rogue pilot killing them or stepping onto a plane without any pilot?


Back to Top

Southwest Airlines passenger booted off jet for using pen to jab snoring man

A passenger was removed Thursday from a Southwest Airlines jet after she repeatedly jabbed the man next to her to stop him from snoring.

The incident occurred while the jet near the gate at Midway International Airport in Chicago, preparing to leave for Manchester-Boston Regional Airport in New Hampshire, WMAQ-TV in Chicago reported.

After the woman poked her seatmate with the pen and he began screaming, the jet returned to the terminal and she was removed for "causing a disturbance," a Southwest spokesperson said.

The woman, who was not arrested after the man declined to press charges, was booked on a later flight. Airline officials and police who investigated did not disclose her name.

The passenger, Lenny Mordarski, was not seriously injured in the incident, which caused the 1:15 p.m. flight to be delayed until 3:04 p.m.

He told WLS-TV in Chicago that the pen left ink marks on his shirt, while the poking was a rude awakening.

"Imagine being asleep and then being stung by bees, and then waking up and going 'owww,'" Mordarski said.


Back to Top


No Cost Safety Classes


Date:               Monday, May 11, 2015 - NO COST Class - Fall Hazard Awareness for the Construction Industry (OSHA 7405)

Time:               8:00 AM - 5:00 PM(Lunch included)

Location:      Texas A&M Engineering Extension Service - OSHA Training Institute Education Center, 15515 IH-20 at Lumley, Mesquite  TX  75181  

Contact: Phone: (979) 458-9188 | Toll free: (800) 723-3811 or (800) SAFE

or visit website at https://teex.org/Pages/Class.aspx?course=OSH745&courseTitle=Fall+Hazard+Awareness+for+the+Construction+Industry+(OSHA+7405) to register on line.




Date:               Tuesday, May 12, 2015 - NO COST Class - Fall Hazard Awareness for the Construction Industry (OSHA 7405)

Time:               8:00 AM - 5:00 PM(Lunch included)

Location:      Texas A&M Engineering Extension Service - OSHA Training Institute Education Center, 15515 IH-20 at Lumley, Mesquite  TX  75181  

Contact: Phone: (979) 458-9188 | Toll free: (800) 723-3811 or (800) SAFE

or visit website at https://teex.org/Pages/Class.aspx?course=OSH745&courseTitle=Fall+Hazard+Awareness+for+the+Construction+Industry+(OSHA+7405) to register on line.


  Back to Top




Asia Pacific Airline Training Symposium


15-16 September 2015 * Centara Grand Convention Center, Bangkok, Thailand


Call for Papers 


The Journal for Civil Aviation Training (CAT) is now accepting presentation abstracts for the world's largest  aviation training event in the Asia Pacific region. A limited number of speaker slots are available at the 12th APATS event, to be held 15-16 September, 2015, at the Centara Grand Convention Center in Bangkok, Thailand.


Over many years the challenges in aviation training have evolved, and increasingly detailed research has helped to develop a better understanding of the issues. Many conferences have provided an excellent platform on which to reveal the type and extent of the problems, but frequently the optimum solutions to these have been more difficult to discern.


The challenge for APATS 2015 is to identify and present practical solutions to some of the current headline topics in the aviation training world. The overall theme of APATS 2015 is "Training Solutions".

Presentation abstracts are invited to present best practice in the following areas, and the conference will be shaped by those abstracts.


How do we:

1. Recruit and retain new aviation professionals?
2. Select ab intio pilots, experienced crews and captains?
3. Adapt to cultural issues in the cockpit?
4. Deliver effective CRM?
5. Ensure that ICAO Level 4 Aviation English is properly examined?
6. Train to improve situational awareness?
7. Implement Evidence Based Training?
8. Train for Upset Prevention and Recovery?
9. Train to deal with lithium battery fires?
10. Deliver balanced assertiveness training for cabin crew?


Preference will be given to air carriers and training organisations with real world insights and "Lessons Learned" information. In no case will sales presentations be accepted. Actual presentations must fit into the APATS format which is 20 minutes, followed by a Q&A period. Longer presentations may be accepted if an in-depth explanation is required. In each case we are looking for two or three clear take-away ideas, so that those who deliver training, or who need certain capabilities can leave the conference with some specific plans to improve training. 


To propose a presentation for the APATS conference, please send a maximum 200 word abstract by 30th April, 2015. Abstracts are required to be accompanied by a short biography of the speaker which should include contact information, titles, positions and employers, academic background and any conference presentation experience. Authors of accepted speaker proposals will be notified by 31st May, 2015. Abstracts can be sent to Chris Long, Conference Chair, at chris.long@halldale.com. File a copy to fiona@halldale.com and put "APATS 2015 ABSTRACT" in the subject block.


For more information about APATS 2015, please visit www.halldale.com/apats  


Best regards,

Chris Long
APATS 2015 Conference Chair



2015 NSC Aviation Safety Committee Meeting


Meeting Dates: May 13-14, 2015
Meeting Location:
Embassy Suites Charleston Area Convention Center
5055 International Blvd
North Charleston, South Carolina 29418

Hotel Reservations:  *Hotel cutoff date has been extended one more week.


The preferred method is to book your hotel room online 

For phone reservations call 1-800-362- 2779 and mention the National Safety Council

Registration Form 


View Meeting Agenda


Highlights of the meeting include:

* Tour of Boeing's Boeing South Carolina Facility. In Charleston, Boeing fabricates, assembles and installs systems for aft (rear) fuselage sections of the Boeing 787 Dreamliner and joins and integrates midbody fuselage sections. The site is also home to the company's newest 787 Dreamliner final assembly and delivery facility.

* OSHA Discussion - Updates and discussion on topics affecting each one of us.

* Learn New Ideas - Participate in discussions and grow your skills

* Networking and Benchmarking Opportunities

Should you have any questions, please contact Tammy Washington, NSC Staff Representative at tammy.washington@nsc.org or 630-775-2227.


6th Pan American Aviation Safety Summit

The Regional Aviation Safety Group - Pan America (RASG-PA), the Medellin Tourism Bureau and the Colombian Civil Aviation Authority in partnership with the International Civil Aviation
Organization (ICAO) and the Latin America and Caribbean Air Transport Association - ALTA, will be sponsoring the 6th Pan American Aviation Safety Summit and the 8th RASG-PA Annual Plenary Meeting.


This year the Summit will be held June 22-26th in Medellin, Colombia at the Intercontinental Medellin Hotel.

For additional information please visit: http://www.alta.aero/safety/2015/home.php



Early Bird Registration closes on 15 April 2015:


EAAP "Human Factors in Flight Safety: SMS, Risk Management & Safety Investigation" training courses  Dubai & Barcelona, May 2015


Early Bird registrations for the "Human Factors in Flight Safety: SMS, Risk Management & Safety Investigation" courses to be held in both Dubai and Barcelona next month will close on 15 April 2015.*


(*Please note that these are separate but identical 5-day courses. The course program is the same in each location, with minor differences in course content reflecting participant experience and goals). 


The Dubai course will be held from 10-14 May 2015, kindly hosted by Emirates at the Emirates Aviation College, Dubai, UAE. More details & the Dubai Registration Brochure are available here: http://www.eaap.net/read/2581/hf-in-flight-safety-training-course.html 


The Barcelona course will be held from 18-22 May 2015, kindly hosted by the Barcelona-based airline Vueling at the CAE Barcelona Training Centre. More details & the Barcelona Registration Brochure are available here: http://www.eaap.net/read/2554/hf-in-flight-safety-training-course.html 


Please note that completion of this training course is recognised by EAAP as contributing towards certification requirements for those wishing to become an EAAP-certified Aviation Psychologist or Human Factors Specialist.


The experienced team of Dr Rob Lee, Kristina Pollack and Brent Hayward will conduct these courses on behalf of EAAP. The first of these was conducted by the same team at Ispra, Italy in 1999, and since then the course has been held regularly in locations including Luxembourg, Stockholm, Madrid, Lisbon, Interlaken, Dublin, Dubai and Barcelona, with a total of more than 400 participants attending to date. 


As detailed in the Registration Brochures, EAAP members are offered reduced registration fees for the course, and there is also a significant additional "Early Bird" discount for those who register by 15 April 2015. 


Course participant numbers are limited, so those wishing to attend are encouraged to register as soon as possible.


Those with any questions about the course, please email Brent Hayward: bhayward@dedale.net



Hello, you are receiving this message as a courtesy to Mr. Hussain Alhallaf, a Ph.D. candidate
at Florida Institute of Technology's doctoral program in Aviation Sciences in the College of
Aeronautics. He is examining the relationship between factors affecting the aviation profession
and the concept of aviation professionalism, specifically understanding aviation
professionalism, and is seeking your assistance to complete an online questionnaire, which
would take 10-15 minutes to complete. Mr. Alhallaf endeavors to understand why the aviation
profession is such an important career and how can we improve ourselves as professionals
within the aviation profession. In addition to taking the survey we also are seeking your
generosity in distributing the survey's link. Your assistance and participation are totally

To participate, you may access the online survey via the following link:

If you have any questions or are unable to distribute the email to your members, please do not hesitate to
contact me via e-mail at halhallaf2014@my.fit.edu or by Cell phone at (386) 847-7671.

Thank you for your cooperation.
Yours faithfully,

Hussain Alhallaf
Ph.D. candidate in Aviation Sciences

Back To The Top

Upcoming Events:


ERAU NextGen 101 Seminar
April 21-22, 2015.
Washington D.C.



FAA Helicopter Safety Effort

three-day safety forum 

April 21-23, 2015 

Hurst, Texas



ERAU Aviation Safety Program Management Seminar

Daytona Beach, FL

Apr.20-24, 2015



Fundamentals of IS-BAO

April 23, 2015

PCAT Safety Smackdown, San Antonio TX  USA



IS-BAO Auditing

April 24, 2015

PCAT Safety Smackdown, San Antonio TX  USA




Safety Smackdown
Partnership for Corporate Aviation Training
San Antonio, TX
April 20-22, 2015


WATS 2015
21-23 April
Orlando, Florida, USA


ERAU Aircraft Accident Investigation Seminar

Daytona Beach, FL

Apr. 27-May 1, 2015



ISASI MARC Meeting/Dinner

April 30, 2015

Herndon, Virginia



GWBAA Safety Standdown
April 30th
NTSB Academy


ERAU Advanced Aircraft Accident Investigation Seminar

Prescott Campus, AZ

May 4-8, 2015



IATA Cabin Operations Safety Conference
May 5-7, 2015
Paris, France


ERAU Aviation SMS Seminar

Daytona Beach, FL

May 12-14, 2015



Aircraft Accident Investigation - Fire and Material Failures

New course offered by BlazeTech Corp.

Woburn MA USA

19-21 May 2015



Fundamentals of IS-BAH

June 15, 2015

St. Hubert, Quebec  Canada



IS-BAH Auditing

June 16, 2015

St. Hubert, Quebec  Canada



6th Pan American Aviation Safety Summit
June 22-26th
Medellin, Colombia



Vice President of Operations:

Director of Safety:


Curt Lewis & Associates, LLC - Services



Curt Lewis, PhD, CSP, FRAeS


PH:    1-817-845-3983

Web:  www.curt-lewis.com


Join Our Mailing List
CL&A Logo



                                                      Contact Information



"Flight Safety Information" is a free service of:   

Curt Lewis, PhD, CSP, FRAeS
(Targeting Safety & Risk Management)  

PH:  817-845-3983

Fax: 682-292-0835

Twitter:  curtllewis01

Skype:  curt.lewis2


Curt Lewis & Associates, LLC is an international, multi-discipline technical and scientific consulting firm specializing in aviation and industrial safety. Our specialties are aviation litigation support, aviation/airport safety programs, accident investigation and reconstruction, safety & quality assessments/audits, system safety (PRA), human factors, Safety Management Systems (SMS) assessment/implementation & training, safety/quality training & risk management, aviation manual development, IS-BAO Auditing, airfield/heliport lighting products, patent infringement/invalidity expert testimony and Technical Support.