30 NOV 2007 _______________________________________ *FAA's Sturgell Asks For 'International Call To Action' In Safety Speech *'No Survivors' In Turkey Jet Crash *Santa Monica Council Bans Large Planes At SMO *Qantas pilot collapses in cockpit *Pilots on antidepressants pose no safety risk *SriLankan Airlines gets global air safety certification *SAfrica's air authority grounds Nationwide Airlines *Pinnacle Airlines Chairman Resigns *Delta Air Lines Appoints Gorman New Operations Leader *Engineers continue six year study with FAA *SCSI Course: Human and Organizational Factors in SMS: **************************************** FAA's Sturgell Asks For 'International Call To Action' In Safety Speech Implores International Safety Forum To Raise The Bar With SMS (Editor's Note: Below is the complete, unedited text of a speech given Thursday morning by Acting FAA Administrator -- and current nominee to take the job full-time -- Robert Sturgell (right), before the 4th Annual FAA International Safety Forum now underway in Virginia. In his speech, Sturgell asks attendees to get behind the idea of implementing Safety Management Systems (SMS) in their respective operations... as a method to "raise the bar worldwide" for safety "no matter where you go.") Thank you, Vice Admiral [Tom] Barrett. Good morning, and welcome to our fourth annual international safety forum. I see lots of old friends and lots of new faces. Our first conference drew 330 attendees from 15 countries. Since then, we’ve eclipsed that mark every year, this year included. To me, that shows that as an industry — as a global industry — we’re all pointing in the same direction. Let me start off by thanking Admiral Barrett for opening things up. I think he put the issue for us in just the right context. Safety is a shared responsibility. As you read the Admiral’s biography, you see that his view of safety comes from a different angle: the Coast Guard. Let me say for the record that there are very few 30-foot swells in commercial aviation. But even at that, the message is the same. No matter where you are or what you do, whether it’s on a plane or on a ship, safety’s got to come first. I think safety first is the best way for all of us to look at this conference. While the message is indeed the same — safety — the challenge, though, is a bit different for us in aviation. The question for us in aviation is how to maintain the safety record that’s the envy of all transportation. This is the safest period in the safest generation in the history of transportation. It’s been called the Golden Age of Safety, and that’s precisely right. So how are we going to raise the bar? The answer to that, I think, is simple to say but a challenge to implement. The answer is SMS — safety management systems — and the challenge I’m here to issue today is for each of the people in this room to become activists for safety management systems. If your operation, or organization, or your nation, doesn’t have one in place or isn’t yet moving toward developing one, that needs to change. The challenge for you is to return to your cockpit, your workplace, your country, and push hard for SMS. Aviation no longer is in the business of combing through ashes and wreckage to find answers. SMS will give us the intelligence we need before the problem reaches the headlines. When it comes to risks, the low-hanging fruit is long gone. SMS uses hard data to point us in the direction we need to go. We don’t have to wait for something bad to happen. Before I talk more about SMS, I’d like to spend a moment framing where we are. Aviation is safe; that’s a given. But it’s also growing. Boeing and Airbus set sales records — 65 billion dollars in firm orders in the first two days of the Dubai air show. Dubai Aerospace alone is buying a hundred planes from each manufacturer at a total cost of more than 27 billion dollars. We’ve got a similar success story on our hands with business jets. There was a time not too long ago when North America accounted for 80 percent of biz jet purchases. The demand from Europe, Asia-Pacific and Latin America is soaring. Projections for next year point to deliveries of more than 1,300 business jets worth a record 22 billion dollars. That’s up from 506 deliveries worth $8.2 billion in 2003. In terms of sheer passenger counts alone, the U.S. continues to set records every year. We’ll see a billion commercial passengers by 2015. Bottom line: we’ve got a rapidly growing aviation environment. More people. More planes. And with that comes the challenge of orchestrating them from point A to point B. For each of us, there’s the complicating factor of resources that aren’t growing along with the upward spiral of aviation. Make no mistake here — this is not a commentary on tight budgets. Rather, this is an acknowledgment that none of us has a blank check. It’s an acknowledgment that all of us need to adopt strategies to help handle an upswing in activity with the same level of safety that we’re seeing in today’s golden age. Here in the United States, fatal air carrier accidents have dropped 65 percent since 1996. That works out to one fatal for every 4.5 million departures. Internationally, the numbers are dropping as well. If the 1996 accident rate had remained the same through last year, there’d have been almost three dozen major accidents. The actual number of fatal accidents was 11. Yet, from an international perspective, accident rates vary considerably, with some regions doing well and some not so well. So, the point is that collectively, we all still need to take a step up, and I’m including the United States of America in that group as well. The safety management system approach will enable us to do that. SMS enables you to keep your eye on the ball every single day. Ultimately, we don’t want to just meet ICAO minimums. Ultimately, our goal is to raise the bar worldwide no matter where you go. No matter what flag’s on the tail. From takeoff to touchdown and all points in between, we want to ensure a consistent level of safety. At its most fundamental level, a safety management system helps organizations identify and manage risk. It does not wait for something to happen. It doesn’t rely on anecdotal information. It is based on hard data. Safety management systems help us manage risk far better than we have, because it’s a disciplined and standardized approach to managing risk. We can review past experience and address known hazards at the same time we can look ahead and rigorously apply safety risk management. At the very core of the SMS is the need to identify potential hazards and then analyze risk. After that, the next steps are to rank hazards and assess risk, and then identify mitigation options. It’s a closed-loop process where identified risks are mitigated and the mitigations are monitored to provide continuous system safety. Our Air Traffic Organization is adopting a Safety Management System for its operational policies, processes, and procedures. Our Aviation Safety organization is moving to an SMS construct. Last year, Nick Sabatini’s organization developed an SMS doctrine and now his group is moving surely to implementation. The next logical step to enhance safety is what I see as the evolution from “inspecting safety” to taking a systems approach with SMS. What’s important in this construct is that SMS is being implemented in accordance with ICAO standards that are themselves being changed to apply a systems approach to aviation safety in all aviation domains, including air carriers and airports. That’s a fundamental difference with the SMS approach — the process itself is overseen. The burden is on the service provider to ensure the safety of the products and services it provides — whether it is design and production of aircraft, air carrier operations, or air traffic control. In this way, both regulator and service provider can better target resources based on risk. Perhaps the best way to characterize the safety management system is to say that it is a structure of voluntary, non-punitive reporting methods set up with an organization to foster safety awareness all across the board. Even small bits of information can point to a larger problem before that large problem can become a catastrophe. So, this is the FAA’s view of SMS. What does it mean to you? Our recent Call to Action for runway safety is an example of using SMS principles. As you know, we’ve had a string of events that pointed to a problem with our runways. They involved a variety of factors — miscommunications, missed turns on taxiways, a snowplow, missed turns onto an active runway, signage. There are more examples, but you get the idea: runway safety is a major concern. When we issued our Call to Action, we looked at 5.4 million records covering a 20-year period. We found 117 isolated instances of flight crew confusion here in the States involving a variety of issues. Our call to action is addressing these issues as we speak. Short-term action such as enhancing runway markings and improving pilot training are already under way. We also just completed a Universal Safety Oversight Audit Program here in the U.S. I don’t need to tell many of you in the audience today about the comprehensive nature of this audit but I can tell you that we learned a lot about ourselves in the process. We learned that Aviation Safety’s ISO certification has led to great improvements in standardization since the ICAO last audited the FAA in 1999. We learned that our already safe ATC system can be made even more safe if we develop formal agreements between agencies and if we work with airport authorities across this country on common safety improvements. What this shows is that even as our safety record and oversight tools are first-rate, we still need to be more vigilant. Little events that seem insignificant take on a different meaning when viewed through the lens of the bigger picture. It’s all about continuous improvement, and SMS will produce that outcome. An SMS isn’t something you pull off the shelf when the need arises. It’s got to be maintained, ingrained. In closing, let me emphasize that with SMS, everything is interdependent. The true value comes when data are shared, not isolated. There’s no place in safety for secrets. The challenge, now, is up to you. I encourage you to make the most of the information you’ll be hearing. Thank you. FMI: www.faa.gov, www.faa.gov/news/conferences_events/2007safetyforum/, www.iata.org/training/courses/tals01 aero-news.net ************** 'No Survivors' In Turkey Jet Crash A Turkish airliner has crashed near the town of Isparta in central Turkey on Friday, killing all 56 people on board. Wreckage of the crashed plane"Rescue teams have reached the wreckage... There are no survivors," the chief executive of the AtlasJet airline, Tuncay Doganer, told a televised news conference. Officials said all on board were believed to be Turkish. The 165-seat MD 83 plane, manufactured by McDonnell Douglas, crashed in the early hours of Friday in mountains in the Isparta province of central Turkey. Advertisement It had been flying from Istanbul with 49 passengers and seven crew. It was not immediately clear what had caused the crash, which happened 7.5 miles from Isparta's Suleyman Demirel airport. Mr Doganer said weather conditions were not abnormal at the time of the crash and that he knew of no technical deficiencies aboard the aircraft. The aircraft's black box should explain what happened, he said. Flight was from IstanbulTurkey is now in the grip of winter, with snow and fog common on higher ground across much of the country. Rescue workers reached the mountainous crash site after military helicopters spotted the wreckage of the airliner. The aircraft disappeared from radar screens shortly before it was due to land at Isparta, about 90 miles north of the Mediterranean resort of Antalya. The state Anatolian news agency said aviation authorities lost contact with the plane just after the pilot said he was preparing to land at Isparta. http://news.sky.com/skynews/article/0,,30200-1295085,00.html ***** Status: Preliminary Date: 30 NOV 2007 Time: ca 01:36 Type: McDonnell Douglas MD-83 Operator: Atlasjet Airlines Registration: TC-AKM C/n / msn: 53185/2090 First flight: Crew: Fatalities: 7 / Occupants: 7 Passengers: Fatalities: 49 / Occupants: 49 Total: Fatalities: 56 / Occupants: 56 Airplane damage: Written off Location: near Isparta Airport (ISE) (Turkey) Phase: Approach Nature: Domestic Scheduled Passenger Departure airport: Istanbul-Atatürk International Airport (IST/LTBA), Turkey Destination airport: Isparta Airport (ISE/LTBM), Turkey Flightnumber: 4203 Narrative: The MD-83 departed Istanbul at 00:50 on a domestic flight to Isparta. The airplane crashed in mountainous terrain near Isparta. (aviation-safety.net) **************** Santa Monica Council Bans Large Planes At SMO FAA Will Probably Fight Ruling Despite threats from the FAA, the city council in Santa Monica, CA approved an ordinance this week to ban Category C and D aircraft from Santa Monica Airport (SMO.) In a unanimous 7-0 vote, the council ruled Tuesday to restrict planes with approach speeds greater than 121 knots. That vote comes after five years if negotiations with the FAA, which opposes the measure, reports The Santa Monica Lookout. Lawmakers also derided an FAA plan to buy homes around the airport, to make room for a proposed runway extension to support the larger planes. "I think we went above and beyond the call of duty trying to get somewhere with the FAA, but it is just not happening when we get a letter that suggests we seriously consider buying up homes," said Mayor Richard Bloom. "The FAA is clearly not paying attention to the beliefs and norms in Santa Monica," Bloom added. "We support letting people keep their homes and taking away housing when there is another reasonable alternative is offensive and absurd." Ahead of the vote, FAA officials said they'd fight Santa Monica's council. "What you are considering by this proposed ordinance is flatly illegal as drafted," wrote Kirk Shaffer, FAA associate administrator for airports, in a letter to city officials. "The City should expect the agency to expeditiously use its authority and all available means, if the ordinance is adopted as proposed, to ensure that all federal rights, investments and obligations are protected and that no aircraft is denied access to SMO." If the FAA sues Santa Monica, which appears likely, the new law will be tied up in the courts for some time. The FAA states a 1984 settlement with the city -- which settled a 1979 attempt by Santa Monica to restrict jet access -- gives the agency control of SMO through 2015... and also allows Category C and D planes to operate there, despite its official B-II classification. City officials reply runway length should keep larger, faster planes from using the airport; in fact, they say the airport doesn't meet the FAA's own standards for a B-II airport. The council's ruling had the support of SMO airport director Robert Trimborn... who feels the FAA is trying to do too much, with too little airport. "The ordinance is necessary because the airport has unique circumstances -- homes are just across the street from the runway ends and within 300 feet of the runway ends," said Trimborn. "Dangers resulting from homes being in close proximity to the runway and topography (the airport sits on a plateau) are worsened by the change in the fleet. The number of faster aircraft has increased dramatically in recent years, faster aircraft that could travel further into residential neighborhoods in the event of an overrun," Trimborn said. "Any minimal inconvenience to those traveling by private jet aircraft and any minor impact on commerce will be greatly outweighed by the benefit of protecting the safety of airport neighborhood and the flying public." That view conflicts with some airport operators, afraid a ban on larger planes will hurt their businesses. "The 1984 settlement agreement was material inducement to the development of our parcel," said Jay Becker, a representative for an airport leaseholder. "We spent millions of dollars relying upon the fact that access to aircraft that could become our customers would be guaranteed. "If you eliminate the top portion of our clientele, how do you expect to compensate us?" Becker asked Council members. "Would you write us a big check?" FMI: http://santa-monica.org/airport/ aero-news.net ************** Qantas pilot collapses in cockpit The captain of a Qantas jet flying over the middle of the Pacific Ocean collapsed, causing an alert to be sent to Australia and setting emergency crews at Cairns on standby, the Transport Safety Bureau stated in a report released today. The captain was in charge of a Qantas 767-300 overnight flight from Nagoya, Japan, to Cairns on July 9 this year. He had just handed over the controls to his co-pilot at 4pm (Co-ordinated Universal Time), when he collapsed. "The co-pilot heard a bang and turned to see the PIC [pilot-in-charge] had collapsed on the cockpit floor," the report stated. "The co-pilot switched on the cockpit lights and saw that the PIC appeared to be staring into space and remained unresponsive." The co-pilot called the cabin service manager via an intercom and was forced to leave his seat - leaving the plane unmanned - to pull the captain clear of the inward opening cockpit door, to allow access. The captain had been about to go to the toilet when he collapsed and it was later established that he was suffering from a severe bout of gastro, the report stated. As the captain was treated by the cabin manager the co-pilot returned to his seat and made a decision as to whether the plane would be diverted. "The aircraft was midway between Guam and Cairns, with tropical storm activity behind. The co-pilot decided to continue to Cairns and the aircraft's speed was increased slightly," the report stated. The captain was treated with oxygen and a doctor, a passenger on the aircraft, was called to the cabin. The co-pilot also sent an alert call and Cairns airport emergency crews were placed on standby for the plane's arrival. Within an hour the captain had recovered sufficiently to return to the cockpit, where he remained for the rest of the flight, and the plane touched down at Cairns without incident a few hours later. The captain was cleared to return to flight duties a few days later. The norovirus gastro-intestinal illness was "prevalent" in Australia at the time, the report stated. http://www.smh.com.au/news/travel/qantas-pilot-collapses-in-cockpit/2007/11/29/1196037038648.html *************** Pilots on antidepressants pose no safety risk Most air-safety authorities around the world ban pilots from flying while on antidepressant drugs citing safety reasons. Now the results of an Australian study suggests that taking the drugs does not increase the risk of accidents, while banning them could increase risks by encouraging depressed pilots not to seek treatment. A team led by aviation medicine specialist James Ross, who ran the study while a consultant at Australia's Civil Aviation Safety Authority (CASA), scrutinised Australian pilot safety records spanning from 1993 to 2004. Unlike most air safety authorities around the world, CASA allows Australian pilots to fly while on antidepressant drugs, under tightly controlled conditions. For example, the pilot must have taken the drugs for at least a month before flying. This is to ensure that he or she is not suffering side-effects such as fatigue or nausea that could affect performance. Depressed pilots are also not allowed to fly if they have suicidal tendencies, pathological anger, or abnormal sleep patterns associated with the disorder. General ban Over the 12-year study period, 481 pilots who were prescribed antidepressants had 11 accidents due to pilot error and 22 near misses. The researchers say this was not significantly different to the five accidents and 26 near misses of the similar number of pilots who did not take antidepressants, but who were matched by age, sex, and flying experience. The results will be presented by team member Kathy Griffiths of the Centre for Mental Health Research at the Australian National University in Canberra today at the World Psychiatric Association annual congress in Melbourne, Australia. Most aviation safety authorities, including the US Federal Aviation Authority, and the European Joint Aviation Authority, ban pilots from flying while on antidepressants because of concerns about the effect of treatment and the underlying depression on a pilot's performance. That might not be wise, says Ross. He points out that the Australian study suggests that using antidepressants in a carefully managed, structured environment is safe, and that rules or regulations that encourage pilots not to seek treatment, or not to declare it, could backfire. "Antidepressants can be prescribed for years, so that means you are asking people to give up their livelihoods, or leave their depression untreated," notes Griffiths. Reluctant reporting The Australian study also found that only 1% of pilots admitted to taking antidepressants, compared to 4.5% of Australians in the general population. That suggests that even under the Australian rules, which allow pilots on antidepressants to continue flying, the increased scrutiny by CASA could encourage pilots to avoid seeking medical help or to keep it secret when they do. US pilots taking medication for psychological conditions such as depression who were involved in fatal accidents had also rarely reported either the medication or their underlying condition to the FAA, according to two recent studies (see Aviation, Space and Environmental Medicine, vol 77, p 1171, and vol 78, p 1055, for the most recent). "Many aviation doctors have maintained that the side effects of antidepressants present far less risk to aviation safety than the problem of untreated or undeclared depression. It's encouraging to see that the Australian evidence supports this," says David Powell of the Occupational and Aviation Medicine Unit at Otago University in Wellington, New Zealand. "Depression is common and treatable, so surely the best way to manage it in aviation is to bring it out of hiding," he says. http://www.newscientist.com/article/dn12981-pilots-on-antidepressants-pose-no-safety-risk.html ************** SriLankan Airlines gets global air safety certification Nov 30, 2007 (LBO) – SriLankan Airlines has said it had received an international air transport safety audit certification a year ahead of a global deadline. The airline has been added to the Registry of the International Air Transport Association (IATA) Operational Safety Audit, which measures safety and quality standards among airlines throughout the global industry. The registration is to be mandatory by the end of 2008 for an airline to remain a member of IATA, which has some 240 member airlines. "SriLankan received the registration following a series of stringent audits by an IATA accredited audit organisation," an airline statement said Thursday. It is valid until December 1, 2008, and would be renewed thereafter every two years subject to future audits. Peter Hill, SriLankan's chief executive, said they completed the audit more than a year ahead of IATA's deadline. "It is compulsory for all IATA member airlines to complete the process only by the end of 2008." http://www.lankabusinessonline.com/fullstory.php?newsID=1385138225&no_view=1&SEARCH_TERM=7 ************** SAfrica's air authority grounds Nationwide Airlines JOHANNESBURG, Nov 30 (Reuters) - South Africa's Civil Aviation Authority (SACAA) said on Friday that it had grounded all Nationwide Airlines flights until their airworthiness status had been verified. The SACAA said the action was taken after Nationwide Airline's maintenance unit failed to meet the authority's safety standards, and could not guarantee continued safety. "... the Nationwide air fleet will not be permitted to undertake any further flights until their airworthiness status has been verified," the SACAA said in a statement. http://africa.reuters.com/wire/news/usnJAT003311.html **************** Pinnacle Airlines Chairman Resigns MEMPHIS, Tenn. (AP) — Pinnacle Airlines Corp., a regional airline that operates as Northwest Airlink, said Thursday its chairman has resigned and will be replaced by board member Donald J. Breeding. No reason was given for Stephen E. Gorman's resignation. He had been chairman since January 2003. He has been president and chief executive of consulting firm Airline Management LLC and Continental Airlines Inc.'s Continental Micronesia. ************** Delta Air Lines Appoints Gorman New Operations Leader ATLANTA (AP)--Delta Air Lines Inc. (DAL) has appointed a former chief executive of Greyhound Lines Inc. as its new executive vice president of operations, company officials said Thursday. Stephen Gorman, 52, will start his new post on Saturday. He will replace Joe Kolshak, who elected to retire after 20 years of service with the Atlanta-based airline, according to a statement from the company. Gorman, a former executive vice president of flight operations and technical operations at Minneapolis-based Northwest Airlines Corp. (NWA), will be responsible for flight operations, technical operations, the operations control center, safety, security, airport customer service and Delta Global Services. "His experience, knowledge of the airline industry and ability to deliver superior results make him an ideal leader to build on the extraordinary operational performance Delta people deliver every day," Delta CEO Richard Anderson said in a statement. Gorman recently led a four-year turnaround of the Dallas-based bus company. He also previously served as president of the North America division of Winston- Salem, N.C.-based Krispy Kreme Doughnuts Inc. (KKD), and, before that, was at Northwest. **************** Engineers continue six year study with FAA The Federal Aviation Administration (FAA) has awarded a team of Rowan University's civil and environmental engineering students and professors with a grant to continue research on the dipping and aging of airport runways. According to Dr. Beena Sukumaran and Dr. Yusuf Mehta, the professors who are leading the study, the introduction of heavier aircrafts such as the Airbus A-380, which weighs as much as 1.3 million pounds, has increased the FAA's desire for continued research and solutions. Sukumaran and Mehta currently have four of their students working on the study, now in its sixth year, for the duration of the semester. Alexander Scriffiano, a senior civil and environmental major working with Sukumaran and Mehta, explained that the study is not focused on the actual pavement, but the soil beneath it. "The soil is dipping," said Mehta. "Right now, we're trying to determine if the particles are being crushed." The FAA is conducting its own research to test the same theory. The studies test the impact of repeated application of Airbus A-380s to the same structure and pavement of an actual runway to determine how the weight is causing the pavement to dip. "We're basically doing the same thing that the FAA is doing, just on a much smaller scale," said another researcher, senior civil and environmental major Nicholas Schaeffer. To study the pavement's deterioration, the team of researchers uses a machine called the Superpave Gyratory Compactor (SGC) to simulate the effect of the heavy weight of an aircraft on the surface. According to graduate student Nick Lambert, the team is currently studying the relationship between energy input and the maximum density of the soil. The results will be presented to the FAA to determine what will happen to the underlying soil when different amounts of weight are applied. Researcher and senior civil and environmental engineering major Tarah Coward explained that after the size and distribution of particles within the studied soil has been determined, it is molded and placed in the SGC. "The compactor rotates the bottom of the mold while applying a set pressure to the stop of the soil," said Coward. "The pressure, angle, and number of gyrations can be changed to simulate different stages of soil compaction and different aircraft loads." After, the compacted distribution size of particles is compared to the original and the process is repeated to determine whether or not results are consistent. Research so far has suggested that there is no significant decrease in particle size in the soil after the weight of an aircraft is applied to the above pavement. "This means that the soil is not compacting due to the crushing of particles, but rather by some other means, such as the rearrangement of particles," concluded Coward. The team explained that the FAA decides what aspects of the data presented from the tests need to be further examined. Sukumaran expects that, although their results are currently inconclusive, the team will continue to collaborate with the FAA as long as there is a need for research. http://media.www.thewhitonline.com/media/storage/paper291/news/2007/11/29/News/Engineers.Continue.Six.Year.Study.With.Faa-3122909-page2.shtml ************** SCSI Course: Human and Organizational Factors in SMS: Aviation professionals: Is Organizational Effectiveness one of your goals? Are you concerned or perhaps experiencing unexpected challenges implementing your SMS? Or are you in the early stages of SMS implementation, and you are uncertain about the human and organizational factor challenges you will encounter? If "yes", then SCSI is offering its world class workshop/seminar that focuses on these and other challenges as organizations implement a Safety Management System. The course, Human and Organizational Factors in SMS (HOFSMS), will foster tremendous discussion on these and other challenges you will face as you move forward implementing your SMS. Leading and managing change is our reality these days, and HOFSMS is your answer of turning the "theory in practice". We still have seats available for the 28 January to 01 February 2008 course. Go to http://www.scsi-inc.com/HOFSMS.html for more details, or contact SCSI via email registrar@scsi-inc.com or telephone 1-800-545-3766 ext 104 (US and Canada). Human Factors in Maintenance Operations SCSI is proud to offer this tremendous interactive workshop once again. This is perhaps the only course where participants can focus solely on human factor issues in maintenance. The challenge in today's maintenance operations is to better prepare our maintenance professionals with relevant training. HFMO will meet and exceed that challenge. The topics include everything from a practical approach to human factors, enhanced decision making tools, fatigue and more importantly, fatigue risk management, tools to foster and nurture a safety culture in the maintenance organization, risk management, prevention and intervention strategies and personal leadership. The workshop is enhanced through extensive practical case studies including many video case studies. HFMO offers the maintenance professional/ maintenance manager, or any safety manager for that matter, a world class opportunity for professional development. We still have seats available for the 04 - 08 February 2008 course. Go to http://www.scsi-inc.com/HFMO.html for more details, or contact SCSI via email registrar@scsi-inc.com or telephone 1-800-545-3766 ext 104 (US and Canada). For these and other world class courses in aviation safety, go to http://www.scsi-inc.com/ Sharon Morphew Program Coordinator SCSI Tel: 505-299-1690 or US & Canada 1-888-292-2129 Fax: 505-292-2017 sharon.morphew@scsi-inc.com **************