What led to the deadly crash of a Voepass Linhas Aereas in August? Video of the flight’s final moments shows the aircraft rapidly descending in a flat spin. Early reports on the accident mention that icing conditions were present in the area at the time of the crash.

Recovering from a spin in a large airliner is a significant challenge for pilots. Understanding how to avoid situations that lead to stalls and spins is the best way to avoid these tragedies.

Flight training typically does not require pilots to experience actual spins. Even full-motion simulators do not provide the full range of physical experience on an actual airplane. Pilots need to understand their aircraft’s stall and spin characteristics and the situations that make an aircraft’s wings more prone to stalling.

John Goglia shares his experience as an NTSB Board member investigating a 1994 icing-related crash of an ATR72. That investigation included an FAA test involving another ATR72 in controlled icing conditions, which revealed that certain icing conditions could result in icing that the ATR72’s deicing system could not control.

Todd Curtis and John also delve into an incident at Boston Logan Airport where the pilot of a Brazil-registered Embraer Phenom 300E who had difficulties communicating with an air traffic controller. The pilot could not follow several ATC requests, resulting in altitude and speed deviations during a landing approach.

English is the language used by ATC at international airports, but pilots from countries where English is not the language used to communicate can have difficulties. The English used for air traffic control is not the same English used in normal conversations. Even native English speakers have challenges when communicating with ATC, particularly those performing a single-pilot IFR flight.

NASA’s Aviation Safety Reporting System (ASRS) can be used by pilots, mechanics, flight attendants, and others in the aviation safety community to report UAP or UFO encounters without revealing their identity or the identity of their employers.

Todd Curtis discussed this in a June 2024 presentation at the Contact in the Desert Conference in Palm Springs, California. In this episode, he and John Goglia dig deeper into the issue of reporting of these encounters in the aviation community. While neither of them has seen an incident report that mentioned a UFO or UAP, that it does not mean that they have never happened.

Based on his experience in both industry and academia, Curtis believes that if he had come across this kind of information, he would not have included that fact in any report because it would not have been well received by his colleagues.

UAP and UFOs are legitimate risk concerns, but  civilian organizations like the FAA have not formally started to collect this kind of data. Todd and John share the factors that they think are barriers to such data collection.

NASA’s ASRS database already has at least 13 UAP events, each involving an unidentified phenomenon, an aerospace vehicle with unconventional capabilities, or a conventional aerospace vehicle in an unconventional location or situation. Todd and John discuss the most unusual report, involving an aerospace vehicle that was too small to carry a pilot and that exhibited extraordinary speed and maneuverability.
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Anyone with an aviation-related UAP encounter should submit a report to the ASRS to help the aviation community better understand UAP risks.

Issues from the NTSB investigation of a 2023 railroad accident are used to discuss the voluntary party system. The system is designed to encourage cooperative efforts in an investigation, which does not always work.

In the party system, an organization or an individual with relevant expertise or information is invited to participate directly in an NTSB investigation. These parties are required to follow basic rules. They are expected to provide the NTSB information or expertise that helps the investigation and limit discussing details with the media and others not involved in the investigation.

In the NTSB investigation of a 2023 rail accident involving a Norfolk Southern train in Ohio, Norfolk Southern was a designated party. Late in the investigation, Norfolk Southern submitted information that the NTSB rejected because of how and when it was submitted.

Based on statements in the final report and in the public docket, Norfolk Southern did not operate properly as a party to the investigation. They conducted an independent investigation and held information that should have been given to the NTSB.
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Should inappropriately late submissions be included in an NTSB investigation? The NTSB did not state if this late submission had critical information. Greg Feith and John Goglia favor analyzing all information to determine whether it helps the investigation.

Get Involved! Start a PAMA Chapter!

Since 1972, PAMA has been dedicated to promoting professionalism and recognition of the aviation maintenance technician through communication, education, representation and support—for continuous improvement in aviation safety.

PAMA effectively brings together maintenance technicians, manufacturers, suppliers, educators and students in successful pursuit of their goals in the aviation industry.

PAMA currently has several chapters and is looking to expand.  A local PAMA Chapter is a resource for networking, training, education, developing professional opportunities, legislative representation on Federal/State/Local matters, and works closely with suppliers and distributors to strengthen our industry. Members share information and learn from each other’s experiences.

Start a chapter:

• Review chapter obligations
• Establish the geographic area the chapter will serve
• Identify at least 10 PAMA National members that will act as members and officers of the chapter
• Submit a chapter application​
• Upon approval create bylaws

 
PAMA provides the following resources to assist in establishing a chapter in your area:

1. PAMA Chapter Development Guide
2. PAMA Chapter Bylaws
3. PAMA Chapter Guidelines
4. PAMA Chapter Application

Check out more information on the PAMA chapters page or email us at [email protected]. 

Sang-A Lee, a Ph.D. student and Dr. Truongat at Embry-Riddle Aeronautical University are conducting a study to better understand the safety culture experienced by Aviation Maintenance Technicians (AMTs) for Part 121 carriers in the United States.

Understanding Safety Culture for AMTs
Current research highlights the significance of safety culture for AMTs, yet there remains a gap in comprehending the two distinct facets that influence it:

1. Maintenance-Based Aviation Safety: Ensuring aircraft are free from maintenance-based errors that may lead to accidents or incidents.

2. Maintenance Occupational Safety: Focusing on the health and safety of AMTs, addressing various occupational risks, including injuries, slips, and falls.

They are aiming to develop an aviation maintenance safety culture framework encompassing both aspects. If you're interested in assisting, find the study details below.

Study Details
Time: Approximately 10 to 15 minutes
Compensation: $10 per person (offered as gift cards of their choice)
Method: Anonymous and confidential online survey
Survey: https://erau.qualtrics.com/jfe/form/SV_0GPWsCERfS1GXGe