Flight Safety Information November 15, 2011 - No. 233 In This Issue Witnesses' Recordings Help Explain Air Accidents FAA cautions carriers on Jackson Hole excursions United pilots circulate report critical of airline's safety in Congress Indianapolis airport passes FAA safety inspection Alaska Airlines Renewed on IOSA Registry PhD student wins award to improve aviation safety (New Zealand) Couple sues airline after claiming to see cockroaches on flight Boeing projects Gulf market for airplanes at $450 billion till 2030 Maximus Air completes the International Air Transport Association's Operational Safety Audit Britain's Harrier jump-jets reprieved to fly and fight again SMS Course Offered Quality / IEP Course Offered Witnesses' Recordings Help Explain Air Accidents By CHRISTINE NEGRONI When the oxygen masks dropped from their overhead compartments on a Frontier Airlines flight from Denver on Oct. 13, Andrew Vos put his on and looked out the window. "We were dropping down into these mountains," he said. Thinking the plane might crash, Mr. Vos, a 25-year-old grocer, turned on the video camera of his iPhone. "If the plane did go down and crash," he recalled later, "maybe my phone would have made it, and it would have been a piece of the puzzle." Instead, the flight returned safely to Denver, and his video appeared on CNN, CBS and Fox News. These days, Mr. Vos is hardly the only traveler having such impulses. With more people carrying devices like camera phones, events both benign and disastrous are being recorded by civilians and finding a wider audience - not just in the news media and online, but also in accident investigations. And while these documents are often a boon to investigators, they can also be a burden. Videos from bystanders have been particularly useful in investigating the Sept. 16 crash that killed 11 people, including the pilot, at an air show in Reno, Nev., especially since video from plane's onboard camera was not readable. In the recent past, clues have been found in a tourist's video of the collision of a helicopter and a private plane over the Hudson River in 2009 and in audio recordings of an airplane crash in Palo Alto, Calif., in 2010. When an Interstate 35 bridge collapsed in Minneapolis in 2007, killing 13, a photo by a passenger in an airplane flying overhead was invaluable to investigators, said Joseph Kolly, director of research and engineering at the National Transportation Safety Board. "I had a picture of that bridge before it collapsed," he said, "so that I could exactly place where each load of aggregate was, each concrete truck, so we could get an accurate picture of the loading of the bridge." Yet citizen documentarians are in danger of overwhelming government agencies with all their digital data. Over the last five years, the safety board has seen a 400 percent increase in material coming into its recorder laboratory. Extracting data from hundreds of different kinds of electronic devices that were never intended to be flight data recorders is time-consuming and expensive. "We have invested a lot of money and effort to develop software to help us reverse- engineer these devices," Dr. Kolly said. Alex Talberg, an Australian air safety engineer, knows well how long data recovery can take. When a Royal New Zealand Air Force plane with no flight data recorder crashed in 2010, Mr. Talberg spent six months coaxing data from a badly burned motion sensor. His efforts paid off - the information helped determine what happened. At a meeting of professional aircraft accident investigators in September, Maj. Adam Cybanski of the Canadian Air Force showed a YouTube video of an F-18 Hornet veering off course and crashing seconds after the pilot ejected from the cockpit. The video was one of three by separate bystanders. Multiple vantage points proved a bonus for investigators, as did a special-effects software program used by movie producers that allowed Major Cybanski to determine the airplane's course in three dimensions. "We can measure the altitude at a moment in time because we can see the ground features and we can see the airplane and we can measure distances," he said. Even video of an airplane isolated in cloudless sky can be used to discover the position of flight control surfaces, landing gear and the pilot's position. Of course, the use of video in investigations precedes the YouTube age. Nearly two decades ago, Robert MacIntosh, chief adviser for international safety affairs at the N.T.S.B., was looking into an accident involving a TACA Airlines Boeing 767 that overran the runway in Guatemala. The biggest clue, he said, came from a passenger who recorded the approach and landing and gave the video to a television station. What is different now is the sheer number of people who have the ability to record practically anything, anywhere and at any time. At the safety board, the workload has increased fourfold but the staff has not. The growing desire of air travelers to digitally document their flights may, paradoxically, create new risks. The use of electronic devices during takeoff and landing is prohibited because signals can interfere with flight systems. In the future, investigators say, they may have to more seriously consider whether passenger gadgets played a part in an accident. And if so, Mr. MacIntosh said, the task could be monumental. "If we have a certain number of passengers and they say, 'Yeah, we saw my neighbor using a cell,' we've got 50 to 75 cellphones we've got to start running checks on," he said. "Is it expensive and time-consuming? Yeah, but we can't walk away from it." http://www.nytimes.com/2011/11/15/science/witnesses-recordings-help-investigators- explain-air-accidents.html Back to Top FAA cautions carriers on Jackson Hole excursions The US FAA is cautioning airlines operating at the Jackson Hole airport in Wyoming that specific operating procedures and training may be necessary to avoid runway excursions on the relatively short, high-altitude runway. The safety alert for operators (SAFO), published in October, comes on the heels of a highly publicised overrun by an American Airlines Boeing 757 at the airport in December 2010. While the investigation is continuing, early analysis of the factual data shows that the pilots had difficulty engaging the reverse thrusters on the snow and ice-covered runway, leading to reverse thrust late in the landing. No one was injured when the 757 came to rest 222m (730ft) past the end of the runway in deep snow. Jackson Hole airport is 6,400ft above sea level with a single, 6,300ft-long runway. The airport is no stranger to runway prangs. The FAA says 20 excursion events have occurred at Jackson Hole from 2007 through 2010; 10 involving airlines and 10 involving general aviation aircraft. The FAA developed the guidance in the SAFO after an independent review of airport operations at Jackson Hole. "At challenging airports like [Jackson Hole] an inadequately planned or executed approach and touchdown can generate a runway excursion," the FAA says. "The best practices and mitigation strategies works to ensure that flight crews conduct stabilized approaches and touchdown with accuracy - on speed, on path, configured and landing at a point on the runway, within the touchdown zone to ensure the aircraft [is] stopped on the runway, thereby avoiding a runway excursion," says the agency in the SAFO. "While some operators currently incorporate many of these items in their programs, other do not and excursions continue to occur." Based on cockpit voice recordings released by the US National Transportation Safety Board (NTSB) in October, the American pilots were very aware of the challenges at Jackson Hole. "Ah there's also one other thing I would like to mention going to Jackson Hole if you've not been here before [It's a] relatively short runway up here in the mountains," one of the pilots announces to the passengers on the descent into the airport. "It's been snowing today we don't ah try and make a smooth landing here at Jackson Hole we just ah put the aircraft ah on the runway very quickly and firmly and go into full reverse and then use a heavy amount of braking make sure we stop in the first ah part of the runway. So ah just be aware that that's normal procedure for a mountain airport," he says. Source: Air Transport Intelligence news Back to Top United pilots circulate report critical of airline's safety in Congress United Continental says claims are baseless and are an attempt to influence contract negotiations United Airlines pilots, still simmering over what they call "inadequate" training and "compromised safety" stemming from United's 2010 merger with Continental Airlines, have ratcheted up their opposition by circulating to members of Congress a highly critical 101-page report by their union. The document, dated Nov. 10, lambasts United for using only individual, computer- based training to help United pilots absorb a "large volume of procedural changes, some of which are quite complex," without including classroom work or practice sessions in flight simulators. "United's training regime is the equivalent of the Ringling Brothers Circus introducing a new trapeze routine and training the artists via computer," says the document, prepared by the Air Line Pilots Association branch that represents the 6,000 United pilots. The report alleges that new cockpit procedures imposed on United crews are causing stressed pilots to report higher-than-normal numbers of safety lapses, including instances of nearly forgetting to lower landing gear before touchdown. Other pilots, according to the report, have been so distracted and unfamiliar with the changes that they failed to properly follow taxi instructions on the ground, while still others took themselves off duty because they felt they weren't fit to fly. "These claims are baseless and are an attempt by the United unit of ALPA to influence contract negotiations under a false guise of safety," United Continental Holdings Inc. said in a statement Monday, citing a "history" of union steps "to disrupt the operations of the airline." The Chicago-based carrier, now the world's largest by traffic, defended its training procedures and said computer-based training is an industry standard for teaching knowledge-based procedures, as opposed to aircraft maneuvers. The company also said the number of incident investigations has decreased recently, and none are related to the new safety program. The Federal Aviation Administration, which approved the training program and is overseeing the combined airline's application to receive a "single operating certificate" by year end, declined to comment. But a spokeswoman cited an early September letter from the agency to United pilots that was included in the union's report. After reviewing pilot concerns, Peggy Gilligan, the FAA's top safety official, wrote that "all safety standards will be met," and that FAA inspectors "are carefully reviewing the new programs." As the two subsidiaries move to more closely align their practices to the Continental mold that is based on Boeing Co. manuals, United pilots are having to adopt the bulk of the changes. ALPA's United branch already has tried unsuccessfully to amend or block the post- merger training by complaining to airline managers and the FAA that the training is superficial and rushed. The union sued United Continental in federal court in late September, aiming to postpone the airline's implementation of its latest phase of post merger training. A few days later, a federal judge in Brooklyn, N.Y., refused to grant a temporary restraining order, saying he found ALPA's assertion that there would be a risk of diminished flight safety "too speculative." He also said there was nothing in the union's submissions to support a finding that the FAA "has somehow been negligent in carrying out its regulatory mandate." Capt. Wendy Morse, chairman of the ALPA branch at United, said that the union took its report to Congress because its other efforts have failed. "This is going to continue until they fix this," she said of United and its training program. So far, she said, the report has generated no feedback from legislators. http://www.chicagotribune.com/business/breaking/chi-united-pilots-circulate-report- critical-of-airlines-safety-in-congress-20111115,0,2583465.story Back to Top Indianapolis airport passes FAA safety inspection The inspection is a comprehensive review process required for an airport to renew its operating certificate. For twelfth-straight year, the Indianapolis International Airport has passed its three-day annual Part 139 Airport Certification inspection by the Federal Aviation Administration (FAA) with no discrepancies. The inspection is a comprehensive review process required for an airport to renew its operating certificate. An inspection with no discrepancies is noteworthy; maintaining this level of achievement for 12 consecutive years represents an exceptional level of achievement. The three-day inspection process involves the scrutiny of safety records, emergency operation manuals, and other documents; meetings with airport management; and on- site checks by a team of federal inspectors. "Safeguarding the well-being of the flying public is something built into the airport culture, and our team works relentlessly every day not just at maintaining that commitment, but improving our practices whenever possible," said Mike Medvescek, chief operating officer for the Indianapolis Airport Authority. "Although we're proud to mark our twelfth straight year with no discrepancies, we'll work even harder and never be complacent in doing the things required to attain the level of performance reflected in our inspection record," he added. "Our employees are dedicated and well trained to handle any safety or security issue." Medvescek's staff perform public safety, security, airfield operations, maintenance, terminal services, and other critical airport functions. Responsibilities include continuously patrolling airport property to guard against potential violations and promptly address any maintenance, safety, or security issues. The components of the inspection focus on ensuring compliance and safety criteria in areas including: Type and condition of aircraft firefighting and rescue equipment Timed-response emergency drills Airfield security Safe, appropriate movement of aircraft and ground-support equipment Quality of lighting, signage, markings, and pavement conditions for runways, taxiways, ramps, and apron areas Fuel facilities and mobile fueling operations Wildlife management http://www.fox59.com/news/wxin-indianapolis-airport-faa-safety-inspection- indianapolis-airport-passes-faa-safety-inspection-20111114,0,1744638.column Back to Top Alaska Airlines Renewed on IOSA Registry After Completing International Safety Audit SEATTLE, Nov. 15, 2011 /PRNewswire via COMTEX/ -- Alaska Airlines today announced it again successfully completed the International Air Transport Association Operational Safety Audit (IOSA) and has been renewed on the IOSA Registry. The airline has been on the registry since 2006. The IOSA Registry is a key element of IATA's efforts to promote global airline operational safety. To achieve IOSA registration, Alaska Airlines satisfied more than 900 standards in eight operational areas, including flight operations, operational control, flight dispatch, aircraft engineering and maintenance, cabin operations, aircraft ground handling, cargo operations and operational security. "Safety is a foundational core value at Alaska Airlines that all of our employees are committed to," said Tom Nunn, Alaska's vice president of safety. "Participating in the IOSA registration audit is a natural extension to this commitment and further validates our safety, quality and operating standards." The IOSA program contributes to improved aviation safety worldwide in a cost- effective manner by establishing a universally accepted set of safety audit standards and reducing the airline industry's reliance on redundant audits with varying standards. Preparing for or completing IOSA registration is a condition of membership in IATA, which represents more than 94 percent of international airline passenger traffic. Alaska Airlines and Horizon Air, subsidiaries of Alaska Air Group /quotes/zigman/216861/quotes/nls/alk ALK -1.46% , together serve 90 cities through an expansive network in Alaska, the Lower 48, Hawaii, Canada and Mexico. Alaska Airlines ranked "Highest in Customer Satisfaction Among Traditional Network Carriers" in the J.D. Power and Associates 2008, 2009, 2010 and 2011 North America Airline Satisfaction Studies(SM). For reservations, visit www.alaskaair.com . For more news and information, visit the Alaska Airlines/Horizon Air Newsroom at www.alaskaair.com/newsroom . SOURCE Alaska Airlines Back to Top PhD student wins award to improve aviation safety (New Zealand) Massey University Manager of Professional Programmes Frank Sharp with award recipient Tahlia Fisher and Manager of Aviation Safety Dr Ritchie de Montalk. PhD student wins award to improve aviation safety A doctoral student and former flight instructor at Massey University has won an award to support her contribution to aviation safety in New Zealand. Tahlia Fisher was presented with the inaugural Ian Diamond Award by the Royal Aeronautical Society, which is worth $3,000 towards her PhD study. Ms Fisher graduated from the School of Aviation in 2001 with a Bachelor of Aviation majoring in flight crew development, completed a Graduate Diploma in Aviation with distinction and worked at the Milson Flight Systems Centre training young pilots. During her studies, she developed a keen interest in aviation safety matters and assisted the Transport Air Investigation Commission with accident investigations. She joined Air New Zealand four years ago and now works as a senior safety specialist based at Auckland International Airport. She has been involved in investigations into the use of incorrect take-off performance data, a heavy landing in Brisbane, an inadvertent slide deployment, a flight departing with insufficient fuel, and a high speed rejected take-off in Narita. Ms Fisher, of Titirangi in Auckland, will now combine her career with PhD research at Massey University into effective communication between pilots and maintenance engineers and the way this affects airline operations. Frank Sharp, School of Aviation professional programmes manager, who nominated Ms Fisher for the award, says this is an important area of research for the aviation industry and her work will add to the body of knowledge. "While it is suspected that ineffective communication between these two groups can have negative consequences with regard to safe and efficient airline operations, there is no empirical data to support this theory," Mr Sharp says. "Tahlia's research proposes to undertake a series of studies within an airline environment following an inductive pattern of inquiry with a view to better understand both the nature in which pilots and engineers interact, and the way in which this affects airline operations." Ms Fisher's supervisors at Massey are Dr Ross St George and Dr Ritchie de Montalk of the School of Aviation. This was the inaugural award of the Ian Diamond award, which is made to an aviation professional wishing to pursue higher academic study that is relevant to the industry in New Zealand. It is in memory of Mr Diamond, a former Air New Zealand chief engineer who supported the education and ongoing career progression of young New Zealanders in the aviation industry. The award medal, certificate and cheque towards her study were presented to Ms Fisher gala dinner in Auckland on Friday. http://www.massey.ac.nz/massey/about- massey/news/article.cfm?mnarticle_uuid=6F4DD8F1-D671-E35D-8BD0-590FBF451F5B Back to Top Couple sues airline after claiming to see cockroaches on flight A Charlotte couple is suing an airline after claiming to see cockroaches crawling out of air vents and storage areas on a flight headed to Houston, according to a NewsChannel 36 story. Attorney Harry Marsh and his fiancé Kaitlin Rush allege negligence and recklessness, intentional infliction of emotional distress, nuisance, fraud, false imprisonment and unfair and deceptive trade practices stemming from their Air Tran flight September 15 from Charlotte to Houston with a stop-over in Atlanta. Marsh and Rush allege cockroaches came out of air vents and carry-on compartments shortly after takeoff. They took pictures of the cockroaches and included them as exhibits in the lawsuit. According to the lawsuit, Rush became sick due to seeing the cockroaches, and she now doesn't want to fly. The couple is asking for $100,000 plus the price of their tickets, according to the News Channel 36 story. Air Tran said it can't comment on pending litigation, but denied several allegations, according to the AP. The airline said its planes are regularly and professionally treated for bugs. http://blog.chron.com/hottopics/2011/11/couple-sues-airlines-after-claiming-to-see- cockroaches-on-flight/?plckFindCommentKey=CommentKey:1c1ce69e-4ca5-4a8d- 90ed-cd8086f43eb6 Back to Top Boeing projects Gulf market for airplanes at $450 billion till 2030 Boeing sees 20 year global jet market worth $4 trillion DUBAI: Boeing forecasts that airlines in the Middle East will need an estimated 2,520 airplanes worth USD 450 billion by 2030. The forecast comes as the region's carriers continue to surpass global air traffic and capacity growth rates. Boeing estimates that the size of the Middle East's fleet of passenger airplanes will grow from 1,040 airplanes at present to a projected 2,710 airplanes by 2030, an increase of 160 per cent. Out of this, 34 per cent of the projected demand will be for airplanes to replace current aircraft, while 66 per cent will fulfill fleet expansion plans as the region's airlines gear up for significant growth over the next two decades. As of September 14, 2011, Boeing had a backlog of 300 airplanes for delivery in the Middle East. Customers in the region account for a large share of Boeing's twin-aisle backlog, including 26 per cent of the 777s and 15 per cent of the 787s on order. Boeing currently has a total of 47 customers in the region that operate an estimated 1,200 flights per day on 425 Boeing airplanes. "The Middle East has seen an unprecedented growth in capacity over the past 10 years and every indication points to a further, significantly large increase over the next 20 years," said Boeing Commercial Airplanes Vice-President of Marketing Randy Tinseth, who presented Boeing's Current Market Outlook at the 2011 Dubai Air Show. "The region's airlines, with their forward thinking approach, have become a competitive force globally," he said. Single and twin-aisle airplanes will account for 90 per cent of the Middle East's new airplane deliveries over the 20-year period, according to the Boeing forecast. An estimated 1,160 single-aisle jets, such as the Boeing 737 MAX, and 1,110 twin-aisle airplanes, such as the Boeing 777 and 787 Dreamliner, are expected to be delivered to the region during this period. The remaining 10 per cent is split between large airplanes, such as the Boeing 747-8 Intercontinental, and will account for 7 per cent of projected demand, with an estimated 180 airplanes to be delivered to airlines in the Middle East. Regional jets will account for the remaining 3 per cent. "The collective capacity of three airlines, Emirates Airline, Etihad Airways and Qatar Airways, has grown by an average of 23 per cent annually over the past decade and we expect this trend to continue well into the future," Tinseth said. http://economictimes.indiatimes.com/news/international-business/boeing-projects-gulf- market-for-airplanes-at-450-billion-till-2030/articleshow/10739047.cms Back to Top Maximus Air completes the International Air Transport Association's Operational Safety Audit (UAE) Maximus Air announces it has successfully completed the International Air Transport Association's (IATA) Operational Safety Audit (IOSA), recognised as the global standard for assessing airlines' operational safety, management and control systems. Fathi Hilal Buhazza, President and CEO, Maximus Air said, "This is both a proud moment and a very important step ahead for Maximus. We are delighted to have proven that we have operational safety processes comparable to any of the world's leading airlines, and we welcome the confirmation of our high standard of service. We are also hopeful that our participation in this programme will encourage other regional airlines /cargo carriers, who are not IATA members to do so, raising safety standards throughout the regional airline industry." Buhazza added that safety is a team effort and praised all his staff for their endeavours in successfully completing the audit. "Aviation must be safer everywhere," said Buhazza. "We recognise that regional safety begins with achieving global standards - and more importantly - maintaining them. With Maximus completing the IOSA audit and awaiting final certification, it positively positions itself amongst the world's leading airlines, demonstrating that it provides an operation that can deliver the highest operational safety and efficiency." IOSA is the first worldwide operational safety standard specifically designed for the aviation industry. It includes the major aspects of an airline's ability to deliver a safe operation - Corporate Organization & Management System, Flight Operations, Operational Control and Dispatch, Aircraft Engineering and Maintenance, Aircraft Ground Handling, Cargo Operations and Operational Security. To date, IATA's accredited Audit Organization's have conducted over 1,200 IOSA audits since the programme was launched in 2003. http://www.ameinfo.com/281119.html Back to Top Britain's Harrier jump-jets reprieved to fly and fight again With the US Marines, though. They're not stupid Blighty's famous force of Harrier jump-jets, controversially disposed of during last year's defence review along with the Royal Navy's aircraft carriers, have been reprieved: the radical vectored-thrust jets, believed by many to have been the best strike planes in Britain's arsenal, will fly (and almost certainly, fight) again. However they won't do so with British roundels on their sides or British pilots in their cockpits. The mothballed fleet of 74 Harriers, plus the UK's inventory of spare parts, is being bought up lock, stock and barrel by the US Marines. The US Marines possess a substantial air arm of their own and operate a large fleet of Harriers, with slightly different equipment but structurally the same. They anticipate that the British planes, engines and spares, many of which are in nearly-new condition and have been recently upgraded at significant expense, will allow them to keep flying Harriers into the mid-2020s without difficulty. "We're taking advantage of all the money the Brits have spent on them. It's like we're buying a car with maybe 15,000 miles on it," Harrier expert Lon Nordeen tells the Navy Times. The US Marines operate Harriers in a similar fashion to that until recently employed by the Royal Navy, in which the jets take off from a small aircraft carrier without catapults using their swivelling jets to make a very short takeoff run. Having flown a mission and burned fuel (and perhaps released weapons), the Harrier becomes light enough to set down vertically, supported entirely by jet thrust. Harriers headed for the States, where the Marines are looking for a few good planes. The Royal Navy now plans to fit at least one of its new big carriers with catapults, and will be using conventional tail-hook jets with these at some point. But the US Marines' small amphibious-assault carriers cannot be converted for catapult operation, and they intend to maintain Short Takeoff and Vertical Landing (STOVL) capability. The only post-Harrier option for this is the B variant of the F-35 Joint Strike Fighter, the world's first ever supersonic stealth jump-jet. The F-35B will be very expensive to buy and operate for a long time, however, and the Marines will be glad to be able to keep flying Harriers well into the 2020s rather than having to buy cripplingly expensive F- 35Bs in large numbers early on in the F-35 production run when prices will be high. In Britain the decision to scrap the Harrier and the RN carriers was hotly criticised, with famous commanders from the Falklands War writing to the papers pointing out the folly of the move. It was suggested that the Harrier - operated by a mixed force of RAF and naval personnel - had been scrapped so that the RAF could preserve its much-loved, very expensive-to-run, manpower intensive but only marginally useful Tornado bomber force intact. It was pointed out that the Tornado, specifically designed to fly well only at a low level, struggles to operate usefully in Afghanistan where even the base runway is at quite a high altitude. Every Tornado takeoff there is a risky gamble as the jet will not lift off until it is going at 184 mph - but it takes almost all of the runway to achieve this. Every time a Tornado gets airborne, it passes through a point of no return on the runway after which, if there's a problem, there is no room to brake to a halt and the crew must eject and let the plane wreck itself. This has already happened at least once. Also the Tornado takes much longer to get airborne in response to a call for assistance than a Harrier, and the Harrier fleet boasted higher availability in Afghanistan while requiring smaller numbers of personnel to support it. Then, after the Harriers and carriers had been scrapped nonetheless (it did not escape notice that the defence review involved two air marshals at the level conferring direct access to the Prime Minister but only one admiral and one general) ... Libya happened, and we were treated to the unedifying spectacle of US Navy, US Marine, French and even Italian jets lifting off from decks just off the coast and hitting targets within minutes while the RAF's Tornados and Eurofighters toiled in across the Mediterranean (or even in many cases all the way from England), wastefully burning up extremely expensive flying hours and requiring extensive use of air-to-air refuelling. Again it did not escape notice that the RAF's new PFI tanker fleet is expected to cost twice what the new RN carriers are ... to hire, not buy. Comment So the decision to scrap the Harrier looks like a very foolish one indeed from a British viewpoint. Still, it's an ill wind which blows nobody any good, and plainly the US Marines can't believe their luck. http://www.theregister.co.uk/2011/11/15/harriers_saved/ Back to Top Beyond Risk Management Ltd. in conjunction withCurt Lewis & Associates LLC are pleased to host "A Practical Approach to Safety Management Systems" a course designed for the aviation industry. With the ICAO recommendations and standards for the introduction of Safety Management Systems throughout the world - you can get ahead of the curve and save time and money by learning the potential pitfalls and challenges associated to its implementation. The Canadian large aircraft aviation industry has experienced many of the same challenges likely to be faced by others. To better prepare you and your organization to meet these challenges we are pleased to bring to you the Canadian 705 experience with regulated Safety Management Systems adapted to your needs. Dates - December 2nd & 3rd, 2011 (Friday and Saturday), SEATS ARE LIMITED - to ensure good discussion and time to question in a workshop environment class size is intentionally intimate. Register now to avoid disappointment. Important Details - This course covers the ICAO standards and the Canadian requirements and experience. The content is global in nature enabling participants from other nations and industries to find the material both useful and beneficial. For Canadian attendees this course fulfills the requirements for CASO training (non 705 operators.) Schedule Day One (Monday) 0730 - 0800 hrs. Registration & continental breakfast 0800 - 1200 hrs. Session #1 1200 - 1245 hrs. Lunch 1245 - 1700 hrs. Session#2 Day Two (Tuesday) 0730 - 0800 hrs. Continental breakfast 0800 - 1200 hrs. Session #3 1200 - 1245 hrs. Lunch 1245 - 1630 hrs. Session #4 1630 - 1700 hrs. Closing remarks and Presentation of certificates Overview - Improve safety performance by applying the fundamentals of SMS within your organization. Get past the barriers of independent departments to an integrated system. This two-day course gives you the comprehensive understanding of SMS and the tools to assist you in preparing for change in your organization. Who should attend - Any individuals who will be actively involved in the organization's Safety Management System (safety program). Individuals with previous experience and those with no knowledge in safety management will find this course useful for the formation or expansion of safety programs within their organizations. What you get - Participants will receive a consolidated reference binder of class material as well as an electronic version of the material which will provide guidance for setting up a system within their organization. Upon successful completion of the course a certificate will be issued. Subjects that will be reviewed are: * Safety and security * What Safety Management Systems is (definitions) * Corporate culture - The push for change (an overview of the proposed FAA Safety Management Systems, current ICAO and Transport Canada requirements) * Risk Assessment techniques * Data collection and processing * Front line involvement and committee process * Incident Reporting * Incident/Accident investigation techniques and process * Trend Analysis * Response to events and emergencies * Safety promotion * Implementing change (and the obstacles to change) * Documentation process. Logistics - Tea/coffee/juice/water will be provided in the classroom at all times, continental breakfast and lunch on both days is included. Location - Sandman Hotel and Suites 25 Hopewell Way N.E.Calgary, Alberta T3J 4V7 Canada. The hotel is holding a block of rooms at $119.00 plus taxes - make your reservations for accommodation directly with the hotel. 1-800-Sandman quoting group confirmation number 344308. Cost - $1,195.00 Canadian funds plus GST per person SPECIAL OFFER: When you register three people from one organization for any given session the fourth attendee is our guest! NOTE - when attending the following Quality Assurance and Auditing Course (Monday and Tuesday December 5th and 6th, 2011) there is a special discount - the two courses for $2,000.00 a $390.00 savings!) Facilitators - Captain Elaine Parker, Inspector (ret'd) Brendan Kapuscinski Hosted by Beyond Risk Management Ltd. - Seating Restricted for better workshop discussion - - Registration is limited - Register now - Register on line at: http://www.regonline.ca/QAYYCDec2011 [If registering for both courses use discount code "SMSYYC" when registering for the QA course - then go to www.regonline.ca/SMSYYCDec2011 to register for SMS course and use the discount code "QAYYC"] For further information or questions: email - Brendan@beyondriskmgmt.com Or call: Brendan Kapuscinski 403-804-9745 Back to Top Beyond Risk Management Ltd. in conjunction withCurt Lewis & Associates LLC are pleased to host "A Practical Approach to Quality Assurance and Auditing" a course designed for the aviation industry. One of the cornerstones of a functioning Safety Management System is Quality Assurance. You can get ahead of the curve and save time and money by learning the potential pitfalls and challenges associated to its implementation. If you already have a functioning QA or Auditing system you know that best practices require you to continuously search for new methods. To better prepare you and your organization to meet these challenges we are pleased to bring to you the Canadian 705 experience of regulated Safety Management Systems and Quality Assurance and Auditing. SEATS ARE LIMITED - to ensure good discussion and time to question in a workshop environment class size is intentionally intimate. Register early to avoid disappointment. Dates - December 5th & 6th , 2011 (Monday & Tuesday) Schedule Day One (Monday) 0730-0800 hrs. Registration & continental breakfast 0800 - 1200 hrs. Session #1 1200 - 1245 hrs. Lunch 1245 - 1700 hrs. Session#2 Day Two (Tuesday) 0730 - 0800 hrs. Continental breakfast 0800 - 1200 hrs. Session #3 1200 - 1245 hrs. Lunch 1245 - 1630 hrs. Session #4 1630-1700 hrs. Closing remarks & presentation of certificates Location - The sessions will be held at the Sandman Hotel and Suites 25 Hopewell Way N.E.Calgary, Alberta T3J 4V7 Canada. The hotel is holding a block of rooms at $119.00 plus taxes - make your reservations for accommodation directly with the hotel by calling 1-800-Sandman quoting group confirmation number 344309. Overview - Improve processes in any or all departments of your organization by learning and applying the fundamentals of a Practical Quality Assurance Program within your organization. Get past the barriers of independent departments to an integrated system. This exclusive two-day course gives you both the understanding and the tools to assist you in preparing for change in your organization. Who should attend -Any individuals who will be actively involved in the organization's Safety Management System (safety program). Any individual who will be actively involved in quality within the organization. Individuals with previous experience and those with no knowledge in quality or in auditing will find this course useful for the formation or expansion of quality programs within their organizations. Important Details - Although this course is structured to exceed the requirements of a Quality Assurance and Auditing program within SMS in aviation the content is global in nature, participants from other nations and industries will find the material both useful and beneficial. What you get - Participants will receive a consolidated reference binder of class material as well as an electronic version of forms and guidance material to assist in setting a comprehensive Quality Assurance and Auditing program within their organization. Upon successful completion of the course a certificate will be issued. Subjects that will be reviewed are: * History of Quality Assurance * Quality Assurance and Auditing Definitions * System Requirements * Quality Assurance & Auditing Tools * Rules, Laws, and Expectations * Best Practices * Putting Theory into Practice * Conclusion NOTE: You will understand how to gather and graph data in meaningful ways at the end of this course - a skill critical to statistical analysis and to quality assurance programming Logistics - Tea/coffee/juice/water will be provided in the classroom at all times, continental breakfast and lunch on both days is included Cost - $1,195.00 Canadian funds plus GST per person (NOTE - special discount, register three people from one organization for any given session and get the fourth attendee as our guest)NOTE - when attending the preceding Safety Management System Course (Friday and Saturday December 2nd & 3rd, 2011) there is a special discount - the two courses for $2,000.00 a $390.00 savings!) Facilitators - Captain Elaine Parker and Captain Wayne Walsh Hosted by Beyond Risk Management Ltd. - Seating Restricted for better workshop discussion - - Registration is limited - Register now - Register on line at: http://www.regonline.ca/QAYYCDec2011 [If registering for both courses use discount code "SMSYYC" when registering for the QA course - then go to www.regonline.ca/SMSYYCDec2011 to register for SMS course and use the discount code "QAYYC"] For further information or questions: email - Brendan@beyondriskmgmt.com Or call: Brendan Kapuscinski 403-804-9745 Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC