Is Safety Really Your #1 Priority? a Deeper Dive Into Safety Culture

Total Page:16

File Type:pdf, Size:1020Kb

Is Safety Really Your #1 Priority? a Deeper Dive Into Safety Culture Wednesday Webinar Robert Sumwalt Tom Huff Is Safety Really Your #1 Priority? A Deeper Dive Into Safety Culture E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E August 4, 2021 Major Accidents Business Jets 1 January 2021 to 3 August 2021 Date Operator Aircraft Location Phase Fatal 2 January Brazil Vida Taxi Aero Lear 31 Diamantina, Brazil Landing 0 9 January SC Transport LLC Cessna Citation V Pine Grove, OR, USA Enroute 2 18 April Sistemas de Seguridad Lear 25 Toluca, Mexico Landing 0 20 April Electric Power Co Lear 35 Bella Horizonte, Brazil Landing 1 29 May JL & CL Productions Cessna Citation I Smyrna, TN, USA Climb 7 5 July Transenergie IAI Westwind II Abaco, Bahamas Climb 2 27 July Tarco, LLC Challenger 605 Truckee, CA, USA Approach 6 E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Business Jet Major Accidents 20 2001 through 2020 15 15 5 Year Average = 9.2 14 14 13 13 14 12 10 11 9 10 10 10 8 8 8 8 7 7 7 5 5 2001 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E ICAO Safety Management Manual (Doc 9859 4th Ed 2018) Para 3.3 Developing a Positive Safety Culture 3.3.1 A positive safety culture has the following features: a) Managers and employees, individually and collectively, want to make decisions and take actions that promote safety; b) Individuals and groups continually critique behaviors and processes and welcome critique of others searching for opportunities to change and improve as their environment changes; c) Management and staff share a common awareness of the hazards and risks faced by the organization and its activities, and the need to manage risks; d) Individuals act and make decisions according to a common belief that safety is a part of the way they do business; e) Individuals value being informed and informing others, about safety; f) Individuals trust their colleagues and mangers with information about their experience, and the reporting of errors and mistakes is encouraged to improve how things are done in the future. E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Commitment to Safety Good: Management led Walk the talk Resources are provided (i.e. training) Oversight and governance established Bad: Management actively demonstrates profit trumps all Safety investment after accident or new regulation No safety governance or oversight E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Adaptability Good: Employee input on safety is encouraged All incidents and audit findings are actioned Organizational processes are assessed for safety impacts Bad: No input solicited on safety (from all levels of employees) Action only after incident/accident or new rule Processes/procedures are never challenged E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Awareness Good: Effective hazard ID established Investigations drive to root cause Informed about safety improvements Continuous evaluation of safety improvements Risk recognition by individual and company activities Bad: No effort on robust hazard ID Investigations stop at first viable cause No interest in safety improvements Insufficient risk awareness Safety data sitting on cutting room floor E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Safety behavior Good: Employees are self-motivated to act safely Monitoring of safe behavior is continuous Intentional unsafe behavior not tolerated Working conditions enable safety Bad: No consequence for unsafe behavior Adverse work-arounds are tolerated No active monitoring Criticism on safety performance is discouraged E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Information Good: Open and Just reporting environment Timely safety information that shape better decisions Management regularly check info flow and action Sharing of lessons learned Bad: Blaming response to any adverse info Withholding safety related info No or ineffective info monitoring/action No knowledge transfer E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Positive Safety Culture: Enablers/Disablers Trust Good: Distinction between acceptable and unacceptable behavior Occurrences are investigated by taxonomy (org factors) Rewarding for safety performance Willingness to report events Bad: No demarcation between violation and error Punishment for human errors Incidents for on individual factors only No highlighting good safety action/performance E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E Presentation by Patrick Hudson of Leiden University to Safety Culture Indicators Bristow Safety Conference, Lagos Nigeria, Feb 2011 Chronic unease GENERATIVE Safety seen as a profit centre New ideas are welcomed Resources are available to fix things before an accident PROACTIVE Management is open but still obsessed with statistics Procedures are “owned” by the workforce We cracked it! CALCULATIVE Lots and lots of audits EHS advisers chasing statistics We are serious, but why don’t they do what they’re told? REACTIVE Endless discussions to re-classify accidents Safety is high on the agenda after an accident The lawyers said it was OK PATHOLOGICAL Of course we have accidents, it’s a dangerous business Sack the idiot who had the accident E L E V A T I N G S A F E T Y & S E C U R I T Y W O R L D W I D E.
Recommended publications
  • Could Uavs Improve New Zealand's Maritime Security?
    Copyright is owned by the Author of the thesis. Permission is given for a copy to be downloaded by an individual for the purpose of research and private study only. The thesis may not be reproduced elsewhere without the permission of the Author. Could UAVs improve New Zealand’s Maritime Security? 149.800 Master of Philosophy Thesis Massey University Centre for Defence Studies Supervisor: Dr John Moremon By: Brian Oliver Due date: 28 Feb 2009 TABLE OF CONTENTS List of Figures ......................................................................................... iv Glossary .................................................................................................. v Abstract ................................................................................................ viii Introduction ............................................................................................ 1 Chapter 1: New Zealand's Maritime Environment ................................. 6 The Political Backdrop .................................................................... 10 Findings of the Maritime Patrol Review .......................................... 12 Maritime Forces Review ................................................................. 18 The current state of maritime surveillance ..................................... 19 The National Maritime Coordination Centre ................................... 23 Chapter 2: The Value of New Zealand's Maritime Environment ......... 29 Oil and gas production in New Zealand ........................................
    [Show full text]
  • IAI Westwind
    IAI Westwind Wikipedia, the free encyclopedia Jet Commander/Westwind From IAI 1124 Westwind Role Business jet Manufacturer: Israel Aircraft Industries First flight 2 January 1963 Introduced 1965 Status Active service Primary user Pel-Air Produced 1965-1987 Number built 442 Developed from Aero Commander 500 Variants IAI Astra . Gulfstream G100 The Israel Aircraft Industries (IAI) Westwind is a business jet that became a cornerstone of the Israeli aircraft manufacturing industry and remained in production for twenty years. Usually set up for seven passengers, it can carry as many as ten, or be quickly reconfigured as a fast air freight aircraft. Development The Westwind was originally designed in the United States by Aero Commander as a development of its twin-propeller namesake aircraft, first flying on 2 January 1963 as the Aero Commander 1121 Jet Commander[1]. It was of broadly conventional business jet arrangement, with two engines mounted in nacelles carried on the rear fuselage. However the wings were mounted halfway up the fuselage instead of the typical low-wing arrangement of aircraft in this class. After successful testing, the aircraft was put into series production with deliveries to customers beginning in early 1965[1]. Shortly thereafter, Aero Commander was acquired by North American Rockwell. The Jet Commander created a problem, since Rockwell already had an executive jet of its own design, the Sabreliner, and could not keep both in production because of anti-trust laws. It was therefore decided to sell off the rights to the Jet Commander, which were purchased by IAI in 1968[1]. Jet Commander production amounted to 150 aircraft in the United States and Israel before IAI undertook a series of modifications to create the 1123 Westwind.
    [Show full text]
  • Big Names in Small Aircraft Then and Now Have a Plan Spotlight on the Citation X Market
    p5 HAVE A PLAN SPOTLIGHT p7 BY DAVID WYNDHAM ON THE CITATION X MARKET BY JUDY NERWINSKI CAMP'S NEW WEBSITE WWW.CAMPSYSTEMS.COM IS NOW LIVE! BIG NAMES IN SMALL AIRCRAFT p8 NBAA THEN AND NOW Schedulers PART II Catch Up With CAMP& Dispatchers + BY GIACINTA BRADLEY KOONTZ – See you at these venuesConference – JAN 14-17, 2014 DECEMBER 2013 40 Serving the Business Aviation Community Since 1968 NEW ORLEANS, LA CAMPCalendar2013 CAMP MTX CAMP MTX JANUARY 2014 WEBINARS CAMP MTX MARCH 2014 WEBINARS Contents |Webinars| DATE TIME DATE TIME Greetings THURSDAY, JAN. 2 3:00 PM - 4:30 PM EST TUESDAY, MAR. 4 9:00 AM - 10:30 AM EST CAMP MTX (3.0) Webinars are TUESDAY, JAN. 7 9:00 AM - 10:30 AM EST THURSDAY, MAR. 6 2:00 PM - 3:30 PM EST free “overview” sessions, cover- 04 CAMP PEARLS ing a variety of CAMP Mainte- THURSDAY, JAN. 9 2:00 PM - 3:30 PM EST TUESDAY, MAR. 11 10:00 AM - 11:30 AM EST December greetings, • nance Tracking application fea- TUESDAY, JAN. 14 10:00 AM - 11:30 AM EST THURSDAY, MAR. 13 3:00PM – 4:30PM EST 05 INDUSTRY INSIGHTS As we come to the close of another year tures with time throughout the and settle into our year-end rituals I’d like to THURSDAY, JAN. 16 3:00PM – 4:30PM EST TUESDAY, MAR. 18 9:00AM – 10:30AM EST It's Important To Webinar to answer your topic take a moment to reflect on 2013. It has been specific questions. Have A Plan TUESDAY, JAN.
    [Show full text]
  • Airport Master Plan
    Chapter Two FORECASTS AIRPORT MASTER PLAN The definition of demand that may be reasonably expected to occur during the useful life of an airport’s key components (e.g., runways, taxiways, terminal buildings, etc.) is an important factor in facility plan‐ ning. In airport master planning, this involves projecting aviation activity for at least a 20‐year timeframe. Aviation demand forecasting for the Grand Canyon National Park Airport (GCN or Airport) will consider commercial passenger enplanements (boardings), based aircraft, and aircraft operations. The Federal Aviation Administration (FAA) has oversight responsibility to review and approve aviation forecasts developed in conjunction with airport planning studies. In addition, aviation activity forecasts may be an important input to future benefit‐cost analyses associated with airport development, and the FAA reviews these analyses when federal funding requests are submitted. The FAA will review individual airport forecasts with the objective of comparing them to its Terminal Area Forecasts (TAF) and the National Plan of Integrated Airport Systems (NPIAS). Even though the TAF is updated annually, in the past there was almost always a disparity between the TAF and master plan‐ ning forecasts. This was primarily because the TAF forecasts did not consider local conditions or recent trends. In recent years, however, the FAA has improved its forecast model to be a demand‐driven fore‐ cast for aviation services based upon local and national economic conditions, as well as conditions within the aviation industry. DRAFT Chapter Two 2-1 The TAF projections of passenger enplanements and commercial operations at large, medium, and small hub airports are based on a bottom‐up approach.
    [Show full text]
  • Global Training Network Flightsafety Provides Factory-Authorized Training at Convenient Locations in Our Worldwide Learning Center Network
    Contact Us Share Next North America Europe Asia Africa South America Australia Global Training Network FlightSafety provides factory-authorized training at convenient locations in our worldwide Learning Center network. Check Updated 01/17 back often – we constantly update and expand our training. Contact Us Share Prev Next Training Centers ATLANTA, GA Other Training Dry Lease Pilot Training Airbus Helicopters H130* Pilot Training General Emergency Training Bombardier CRJ700 Airbus Helicopters H135 Beechcraft King Air 90, A90/B90 MedAire Training Bombardier CRJ900 Bell 407GXP* Beechcraft King Air C90/E90 Embraer ERJ 135/140/145 Dry Lease Pilot Training Beechcraft King Air C90A/C90B DALEVILLE, AL Maintenance Training Embraer E-Jets 170/175 Beechcraft King Air F90 Government Contract Pilot Training Dassault Falcon 10/100 Beechcraft King Air 200/B200 Beechcraft 200 UC-12B Dassault Falcon 20/20-5 GREENSBORO, NC Beechcraft King Air 300/350 Beechcraft King Air C-12D Dassault Falcon 2000 Pilot Training Bombardier Dash 8 Q100/Q200/Q300 Beechcraft King Air C-12D (Universal EFIS) Dassault Falcon 2000EX HondaJet Bombardier Learjet 31A Beechcraft King Air C-12U Dassault Falcon 2000EX EASy/DX/LX/S/LXS Maintenance Training Bombardier Learjet 35A Beechcraft King Air C-12V (Pro Line 21 EFIS) Dassault Falcon 50 HondaJet Bombardier Learjet 40/40XR Dassault Falcon 50EX Bombardier Learjet 45/45XR DOTHAN, AL Dassault Falcon 7X/8X HONG KONG, CHINA Bombardier Learjet 60 Government Contract Pilot Training Dassault Falcon 900 Pilot Training Cessna Citation I/II/SII
    [Show full text]
  • Killers in Aviation: FSF Task Force Presents Facts About Approach-And-Landing and Controlled-Flight-Into-Terrain Accidents
    FLIGHT SAFETY FOUNDATION NOVEMBER–DECEMBER 1998 JANUARY–FEBRUARY 1999 FLIGHT SAFETY DIGEST Killers in Aviation: FSF Task Force Presents Facts About Approach-and-landing and Controlled-flight-into-terrain Accidents Special FSF Report FLIGHT SAFETY FOUNDATION For Everyone Concerned Flight Safety Digest With the Safety of Flight Vol. 17 No. 11–12 November–December 1998 Officers and Staff Vol. 18 No. 1–2 January–February 1999 Stuart Matthews US$80.00 (members) US$120.00 (nonmembers) Chairman, President and CEO Board of Governors James S. Waugh Jr. Treasurer In This Issue Carl Vogt General Counsel and Secretary Killers in Aviation: FSF Task Force Presents Board of Governors Facts about Approach-and-landing and 1 ADMINISTRATIVE Controlled-flight-into-terrain Accidents Nancy Richards This special report includes the most recent versions of working- Executive Secretary group reports from the FSF Approach-and-landing Accident Ellen Plaugher Reduction (ALAR) Task Force, as well as previously published Executive Support–Corporate Services reports that also include data about controlled -flight-into-terrain (CFIT) accidents. These combined reports present a unique and FINANCIAL comprehensive review of ALAs and CFIT. Elizabeth Kirby Controller 1997 Fatal-accident Rates among Aircraft in TECHNICAL Scheduled Services Increased, but 257 Robert H. Vandel Director of Technical Projects Passenger-fatality Rate Decreased Jim Burin The International Civil Aviation Organization said that the 1997 Deputy Director of Technical Projects passenger-fatality rate for turbojet aircraft was substantially Robert H. Gould lower than the passenger-fatality rates for propeller-driven Managing Director of Aviation Safety Audits aircraft. and Internal Evaluation Programs Robert Feeler Standards for Engineered-materials Manager of Aviation Safety Audits Arresting Systems Aim to Provide 260 Robert Dodd, Ph.D.
    [Show full text]
  • 75 Years of the Israeli Air Force Volumes 1-3 References Middle East@War: 75 Years of the Israeli Air Force
    75 YEARS OF THE ISRAELI AIR FORCE VOLUMES 1-3 REFERENCES MIDDLE EAST@WAR: 75 YEARS OF THE ISRAELI AIR FORCE CONTENTS 6 Monographs 8 Articles 15 Other 16 Videos 16 Internet Websites 16 Miscellaneous Text © Bill Norton 2021 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form, or by any means, electronic, mechanical, photocopying, recording or otherwise, without the express written consent of Helion & Company Limited. 2 WWW.HELION.CO.UK REFERENCES VOLUMES 1–3 REFERENCES A comprehensive list of references collected by the author over 50 years of researching the Israeli Air Force would span more than the length of one of the volumes in this series. Consequently, provided here are only primary sources the readers might find worthy of follow-up reading and those from which citations are drawn for footnotes in these three volumes. All sources are in English unless otherwise noted. Apart from these are literally thousands of other books, magazine and newspaper articles, Internet websites, plastic models and decals, and information conveyed by letter, e-mail, and verbally. The reader is especially directed to the many published works of Shlomo Aloni, Yehuda Borovik, Amos Dor, Yoav Efrati, Arie Egozi, David Eshel, Noam Hartoch, Salvador Mafé Huertas, Samuel Katz, Zvi Marguilies, Lon Nordeen, Jean-Jacques Petit, David Rodman, Asher Roth, Danny Shalom, Ilan Warshai, Ra’anan Weiss, Alex Yofe, and Ofer Zidon. —Bill Norton, 2021 BOOKS Air Force Historical Branch, The Air Force, Defending England: Osprey Publishing, 2010); Six-Day War 1967, Water Resources, The Policy of Using Air Raids on the Operation Focus and the 12 Hours That Changed Israel-Syria Border 1956-1967 (Israel: Israel Defense the Middle East, Osprey Air Campaign 10 (Oxford, Forces, 1992) (Hebrew).
    [Show full text]
  • Chris Brady's Non-British Safety Card Collection Available for Trade For
    Chris Brady's Non-British Safety Card Collection List date: 19/05/2021 Available for trade for British Cards Total 2257 cards Aircraft type Code or description Year (un-named operator) 12 cards B 707 Nov 82 S.P.E.product 1982 BAe 111 200 B & W Beech 23, 24, 76 BO 105 11"x7.5" B&W laminated DC 6B N37571 DHC 6 6"x12" DHC 6 300 EC 155 25210 ©2005 Safeair Inc G-73 Mallard P180 Avanti REF.PGO-107-5-2-93 (CSI) 1993 PA 31 350 Navajo Typed on A4 paper S 76 Spirit CSI 1984 bifold 6.5"x11" 1984 (un-named operator) Canadien 1 cards BAe 748 Bifold card Typo-Press Timmins (un-named operator) German 1 cards GA Commander 862025-517F (10x17cm B&W card) Adria 2 cards CRJ DC 9 82 A4 Adria Airways 2 cards BAe 111 500 DC 9 30/50 bifold 1988 AeBal 1 cards DC 9 / B717 Bifold Aegean Airlines 1 cards Page 1 of 108 Aircraft type Code or description Year BAe 146 /RJ100 "Avro RJ 100" Aero Arctic Helicopter 3 cards Bell 204 REF B24-47-2-7-89 (CSI) 1989 Bell 206 JetRanger REF.206-47-11-7-89 (CSI) 1989 Bell 206L LongRanger REF. 26L-47-8-7-89 (CSI) 1989 Aero California 1 cards DC 9 10 Orig. 2/02 2002 Aero Continente s.a. 1 cards B 727 100 trifold 1999 Aero Lyon 1 cards DC 10 30 AEY-DOC-011 2001 Aero Peru 1 cards B 727 100 1.06.29.073.00/UG PL-CL 1999 Aero Virgin Islands 1 cards DC 3 Aeroflot 23 cards A 320 Valid from 17.01.2020 2020 A 330 Valid from 01.07.2016 2016 AN 2 tall vintage paper folder AN 24B tall vintage paper folder IL 62 A4 plastic red borders IL 62 white "3AO NPP" IL 86 6.5"x10" white IL 86 7"x11" white 2003 IL 86 A4 red & white IL 96 300 Skyteam 2003
    [Show full text]
  • Foreign Military Colour.Xlsx
    M00001 307 DHC5 Buffalo United Arab Emirates AF 78 M00002 212 CASA‐212 Chilean Army 78 M00003 213 CASA‐212 Chile Army 78 M00004 N4887M Beech T‐34C Indonesian AF on del 78 M00005 N4884M Beech T‐34C Indonesian AF on del 78 M00006 6902 Douglas C‐54 SAAF 44 Sqn cam 78 M00007 71757 McDonnell F‐4E Greek AF on del 78 M00008 71750 McDonnell F‐4E Greek AF on del 78 M00009 926 Douglas DC‐6 Guatemalan AF 78 M00010 800 DHC5 Buffalo Sudan AF 78 M00011 160181 Douglas A‐4KU Kuwait AF (US mks) 78 M00012 160180 Douglas A‐4KU Kuwait AF (US mks) 78 M00013 602 Lockheed P‐3B Norwegian AF 333 Skv 78 M00014 K‐687 Douglas C‐47B Danish AF Esk 721 78 M00015 24+49 Lockheed F‐104G German AF JBG34 84 M00016 24+68 Lockheed F‐104G German AF JG74 74 M00017 50+38 Transall German AF FFS S 78 M00018 96+08 Piper 18 Super Cub German Navy MFG5 78 M00019 10739 Canadair Argus Canadian AF 415 Sqn 78 M00020 AT‐152 SAAB Draken Sk‐35 Danish AF 78 M00021 22+58 Lockheed F‐104G German AF JBG34 78 M00022 22+95 Lockheed F‐104G German Navy MFG1 78 M00023 22+13 Lockheed F‐104G German Navy MFG1 78 M00024 50+10 Transall German AF LTG63 78 M00025 28+23 Lockheed TF‐104G German Navy MFG1 78 M00026 59+20 Dornier Do28D German Navy MFG5 78 M00027 59+16 Dornier Do28D German Navy MFG5 78 M00028 35067 SAAB Draken J‐35A Swedish AF F16 "34" 78 M00029 35069 SAAB Draken J‐35A Swedish AF F16 "36" 78 M00030 37051 SAAB Viggen AJ‐37 Swedish AF F15 "10" 78 M00031 37‐8 SAAB Viggen JA‐37 Swedish AF "58" 78 M00032 60102 SAAB 105 Sk‐60C Swedish AF F5 displ team 78 M00033 60031 SAAB 105 Sk‐60A Swedish AF F5 78
    [Show full text]
  • CAP 776 Global Fatal Accident Review 1997–2006
    Safety Regulation Group CAP 776 Global Fatal Accident Review 1997–2006 21 July 2008 CAP 776 Global Fatal Accident Review 1997–2006 © Civil Aviation Authority 2008 All rights reserved. Copies of this publication may be reproduced for personal use, or for use within a company or organisation, but may not otherwise be reproduced for publication. To use or reference CAA publications for any other purpose, for example within training material for students, please contact the CAA at the address below for formal agreement. ISBN 978 0 11792 057 6 Published 21 July 2008 Enquiries regarding the content of this publication should be addressed to: Safety Investigation and Data Department, Safety Regulation Group, Civil Aviation Authority, Aviation House, Gatwick Airport South, West Sussex, RH6 0YR. The latest version of this document is available in electronic format at www.caa.co.uk/publications, where you may also register for e-mail notification of amendments. Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority. Printed copy available from: TSO, PO Box 29, Norwich NR3 1GN www.tso.co.uk/bookshop Telephone orders/General enquiries: 0870 600 5522 E-mail: [email protected] Fax orders: 0870 600 5533 Textphone: 0870 240 3701 CAP 776 Global Fatal Accident Review 1997–2006 List of Effective Pages Chapter Page Date Chapter Page Date iii 21 July 2008 Chapter 6 2 21 July 2008 Contents 1 21 July 2008 Chapter 6 3 21 July 2008 Contents 2 21 July 2008 Chapter 6 4 21 July 2008 Contents 3 21 July 2008 Chapter 6 5 21 July 2008
    [Show full text]
  • Massuu Proquest Number: 11015821
    DEGREE | fh. D, DATE t 29th AUGUST 1962 HAMS t ISSA S A U K MASSuU ProQuest Number: 11015821 All rights reserved INFORMATION TO ALL USERS The quality of this reproduction is dependent upon the quality of the copy submitted. In the unlikely event that the author did not send a com plete manuscript and there are missing pages, these will be noted. Also, if material had to be removed, a note will indicate the deletion. uest ProQuest 11015821 Published by ProQuest LLC(2018). Copyright of the Dissertation is held by the Author. All rights reserved. This work is protected against unauthorized copying under Title 17, United States C ode Microform Edition © ProQuest LLC. ProQuest LLC. 789 East Eisenhower Parkway P.O. Box 1346 Ann Arbor, Ml 48106- 1346 \ ~1 07 4-4s i INTRODUCTION The amount of material ever written on the subject of religious folklore of the Holy Places in general, and that of Bethlehem in particular, Is surprisingly small. The researcher In this enexplored field is thus bound to depend largely on first-hand Information from looal sources, and on close observation by long residence in the Dlstrlot, rather than on scattered writings. Cultural contacts and assimilation of western values in the area have naturally restricted folklorlc tendencies. Besides, the doyens of folklore are rapidly passing away. Perhaps there is no other science which faces this dilemma of rapid decline, and in which rescue work which is not at­ tempted at once will never be again practically possible. Much of the material collected here, characterised by its simplicity and vigour, has been recorded for the first time and virtually saved from extinction.
    [Show full text]
  • Favourable Westwind the Course of Its Long Service History
    BUSINESS AVIATION PEL-AIR besides its primary role as a corporate jet transport, it has proven its worth as a freighter and aeromedical patient transport for numerous civilian operators over Favourable Westwind the course of its long service history. A total of 90 Westwind IIs (Model Number: 1124A) were built The IAI Westwind II is an unusual yet versatile performer, writes Benn Marks between 1980 and 1987. The aircraft has also been used extensively by the military in roles including he IAI Westwind II is pretty much a one-off retracts neatly into the nose of the fuselage. passenger/logistics support, VIP transportation, as far as business jets go. For an aircraft that There is nothing unusual about that configuration, maritime search and rescue and as an instrument has been in service for nearly four decades, except that the Westwind II’s wings are mounted flying platform. Australian air charter specialist, Tit still manages to tick all the right boxes for midway up its fuselage; hence, the low slung bearing Pel-Air, operates a Westwind II for both civilian/ passenger comfort and performance. of the aircraft while on the ground. So passengers commercial and military purposes. The company’s Made by Israel Aircraft Industries (IAI), the graceful basically walk into the cabin of the aircraft - and not Westwind II is configured to carry eight passengers looking Westwind II is also a bit of a head turner by up airstairs into it. (and two flightcrew), and is based at HMAS Albatross virtue of its extremely low-slung fuselage, which sits Another distinctive feature of the Westwind II is in Nowra, New South Wales.
    [Show full text]