Flight Safety Information August 24, 2017 - No. 170 In This Issue Accident: Skywest CRJ7 near St. Louis on Aug 22nd 2017, turbulence injures flight attendant Incident: Norwegian B738 near Dublin on Aug 23rd 2017, APU problem Incident: United B764 near Zurich on Aug 23rd 2017, cabin did not pressurize Incident: Lufthansa Cityline CRJ9 near Vienna on Aug 23rd 2017, fan vibrations Pilot escapes injury in Gaines plane crash Pilot crash lands aircraft by North Yorkshire river LOW ACCIDENT RATE MAINTAINED AS GA ACTIVITY GROWS ATSB report reveals cause of Perth Air Asia X A330 engine failure NBAA announces Flying Safety Awards Why are shutters kept open for takeoff and landing? Climate change could make flights longer and bumpier Melbourne Airport: Emirates EK406 flight on local standby Airplane nearly crashes into drone illegally flown near Memphis airport Position: Underwriter, Aviation GRADUATE RESEARCH SURVEY NTSB Course - Managing Communications Following an Aircraft Accident or Incident NTSB Accident Site Photography Course Accident: Skywest CRJ7 near St. Louis on Aug 22nd 2017, turbulence injures flight attendant A Skywest Airlines Canadair CRJ-700 on behalf of American Airlines, registration N745SK performing flight OO-3167/AA-3167 from Atlanta,GA to Chicago O'Hare,IL (USA), was enroute at FL360 about 120nm south of Saint Louis,MO (USA) when the crew decided to divert to Saint Louis reporting a flight attendant had sustained a head injury as result of turbulence. The aircraft landed safely in Saint Louis about 25 minutes later. The FAA reported one flight attendant received injuries as result of turbulence enroute, the severity of the injuries is still being assessed. The airline reported a flight attendant and two passengers were taken to a hospital for evaluation after the aircraft had encountered severe turbulence enroute. The occurrence aircraft departed Saint Louis after about 2.5 hours on the ground and reached Chicago as flight OO-9851 with a delay of 3:15 hours. http://avherald.com/h?article=4ad5ed2b&opt=1 Back to Top Incident: Norwegian B738 near Dublin on Aug 23rd 2017, APU problem A Norwegian Air Shuttle Boeing 737-800, registration LN-NIG performing flight D8-1823 from Dublin (Ireland) to Providence,RI (USA), was enroute at FL340 about 265nm northwest of Dublin about to enter the Oceanic Crossing when the crew requested to return to Dublin reporting an APU problem. The aircraft descended to FL100 to burn off fuel and landed safely on Dublin's runway 28 about 2:40 hours after leaving FL340. http://avherald.com/h?article=4ad5fdae&opt=1 Back to Top Incident: United B764 near Zurich on Aug 23rd 2017, cabin did not pressurize A United Boeing 767-400, registration N68061 performing flight UA-53 from Zurich (Switzerland) to Washington Dulles,DC (USA), was climbing out of Zurich when the crew stopped the climb at about FL200, descended the aircraft to FL100 and prepared for an immediate return to Zurich's runway 16, emergency services prepared to take their stand by positions at runway 16. While returning to Zurich at FL100 the crew decided to not perform an overweight landing, emergency services returned to their stations. The crew descended the aircraft to FL080 to dump fuel for about 45 minutes and landed on Zurich's runway 16 about 2 hours after departure. The crew reported normal operations and taxied to the apron. The flight was cancelled. The occurrence aircraft is still on the ground in Zurich about 8 hours after landing. http://avherald.com/h?article=4ad5f83d&opt=1 Back to Top Incident: Lufthansa Cityline CRJ9 near Vienna on Aug 23rd 2017, fan vibrations A Lufthansa Cityline Canadair CRJ-900, registration D-ACKE performing flight LH-1650 from Munich (Germany) to Sibiu (Romania), was enroute at FL330 about 30nm southwest of Vienna (Austria) when the crew decided to return to Munich reporting "fan vibrations". The aircraft landed safely back in Munich about one hour later. A replacement CRJ-900 registration D-ACNU reached Sibiu with a delay of 2.5 hours. The occurrence aircraft is still on the ground in Munich with maintenance checking an engine (CF34) for vibrations of its fan about 13 hours later. http://avherald.com/h?article=4ad5f376&opt=1 Back to Top Pilot escapes injury in Gaines plane crash GAINES - A local pilot escaped serious injury when the plane he was flying crashed during takeoff Wednesday evening at Gaines Valley Airport. Orleans Emergency Management Coordinator Dale Banker said the call came in at 7:49 p.m. of an aircraft down. The pilot, Earl Luce Jr. of Brockport, was flying a homebuilt Pietenpol experimental aircraft. It was owned by a friend, Stephen North of Rochester. Luce said something let loose as he was taking off and the plane veered to the left. As he attempted to correct the direction, the plane was headed toward some buildings, so he let it continue left into deep woods. Luce, 64, has been flying for 34 years and he has flown this plane many times without incident, he said. He said because of the extensive damage to the plane, it may be pretty difficult to pinpoint just what went wrong. The woods where the plane ended was infested with ground bees, and several responders were bitten so badly they were transported by COVA ambulance. Albion Fire Department and Orleans County Sheriff's deputies responded and were still on the scene at 9 p.m. waiting for the arrival of the Federal Aviation Administration. http://www.thedailynewsonline.com/bdn01/pilot-escapes-injury-in-gaines-plane-crash-20170823 Back to Top Pilot crash lands aircraft by North Yorkshire river A pilot escaped without injury after making an emergency landing in his light aircraft next to a river in North Yorkshire. Police said the incident happened at 10:30 BST near the village of Tockwith, which is 10 miles (17km) west of York. North Yorkshire Police said it was believed the airplane had suffered engine failure. Sgt Andy Graham, who attended the crash, praised the "great piloting skills resulting in no injuries". http://www.bbc.com/news/uk-england-york-north-yorkshire-41023806 Back to Top LOW ACCIDENT RATE MAINTAINED AS GA ACTIVITY GROWS New general aviation safety data suggest that a key accident rate remained at historic lows even as activity increased, the AOPA Air Safety Institute announced at an Aug. 23 news conference, adding that it will be reaching out to aircraft type clubs and other members of the GA community in a joint bid to achieve even more improvement. The measure of GA accidents against the number of hours flown remained at its record low for a second consecutive year in 2014, a year that saw overall GA flight activity pick up slightly after a long decline. The 952 noncommercial fixed-wing aircraft accidents in 2014 amounted to a reduction of nine accidents from 2013, and resulted in an essentially unchanged accident rate of 5.78 per 100,000 hours, according to the 26th Joseph T. Nall Report, the review of GA accidents for the most recent year for which reasonably complete data are available. Published by the AOPA Air Safety Institute, the highly respected and often-quoted report is the most comprehensive analysis of GA safety data available. It is named for a former National Transportation Safety Board member who died in an airplane crash in South America in 1989. Increased activity in the commercial fixed-wing and noncommercial helicopter segments more than offset decreased activity in the commercial helicopter and noncommercial fixed-wing segments to produce an aggregate 1.7-percent increase in flight hours, from 22.7 million hours in 2013 to 23.1 million hours in 2014, according to the report. The year's 229 fatal accidents caused 354 individual fatalities, a three-percent decline from 2013. The incidence of fatal accidents, however, increased by 11 percent, the report said. Fatalities in accidents on noncommercial fixed-wing flights rose by 15, or five percent. The 11 fatalities on fixed-wing commercial flights marked a decline of 39 percent, year to year. An inverse relationship occurred with helicopters. Noncommercial fatalities declined by 18, or 43 percent, while the number of fatalities on commercial flights climbed from eight to 13. Noncommercial fixed-wing flights made up 75 percent of estimated GA activity in 2014, up two percent from 2013; however, those flights accounted for 82 percent of all accidents, up from 81 percent in 2013. They also were responsible for 86 percent of fatal accidents, also up from 81 percent the previous year. Overall, the results indicate that the significant improvements and historically low accident rates registered in 2013 "proved not to be a one-time statistical anomaly," wrote AOPA Air Safety Institute Executive Director Richard McSpadden in his Publisher's View in the Nall Report. "Across the general aviation community, we can take pride that our collaborative efforts appear to be having a positive, sustained impact." Accident causes tend not to vary significantly from year to year, a trend the new report confirmed, noting that pilot-related mishaps continue to account for about 75 percent of all accidents-20 percent of which were fatal. (Pilot-related accidents refer to accidents that reflect specific failures of flight planning or decision-making, or the characteristic hazards of high-risk phases of flight.) Types of pilot-related accidents included mishaps occurring during landing; takeoff and climb; fuel mismanagement, which was up 10 percent; and maneuvering at low altitude. Given those statistics, McSpadden also acknowledged "that there is more work to do and further improvements are well within our capability. Troubling and stubborn accident categories remain. The wide discrepancy between pilot-related and other types of accident causes and the notable differences in accident rates between commercial and personal flying illustrate that further improvements in general aviation safety are needed and achievable." "The overwhelming majority of these accidents are avoidable, so if we can convince more pilots to access safety information, we can drive the accident rate even lower, and save lives," he said. "That is why numerous industry leaders and type club presidents are joining the Air Safety Institute in a push to reach more private pilots with safety information in a program we call 'Find one, bring one,' which encourages pilots to find a pilot not accessing safety information and bring them to safety." McSpadden has long been a strong advocate of type clubs, and noted their importance in his June Safety Spotlight column, pointing out the clubs' ability to "help pilots and aircraft owners elevate every aspect of their aviation experience." When addressing type club leaders in July at EAA AirVenture in Oshkosh, Wisconsin, McSpadden's call to "join together for a call to action" received strong support as he outlined a three-part safety- building strategy consisting of having pilots bring the so-far "unreachable" members of the aviation community into the safety-awareness fold under the "Find one, bring one" plan; get more pilots to join type clubs; and encourage all pilots to focus their training and study on the specific flight realms that continue to cause the most trouble: landings; takeoff and climbs; low-altitude maneuvering; and fuel management. The Air Safety Institute also released the 2015-2016 GA Accident Scorecard, a brief statistical summary that supplements the Nall Report's detailed examination of 2014 data. It notes that after arresting a seven-year decline in 2014, noncommercial fixed-wing flight time increased more than five percent in 2015, while the rate of accidents remained at the low level achieved the previous year. The number of fatal accidents declined by two. In 2016, there was a three-percent increase in accidents, but fatal accidents declined from 20 percent of the total to 16 percent. For the fourth straight year, 2016 had fewer than 1,000 noncommercial fixed-wing accidents, of which fewer than 200 were fatal, "levels not previously seen in the post-World War II era. There were 156 in 2016, 6 percent below the previous record low of 167 recorded three years earlier," it said. AOPA continues to focus on a wide range of efforts to bring about those improvements to GA safety, in collaboration with government agencies and other aviation organizations. For more than 60 years, the Air Safety Institute has produced free programs to help pilots fly safer. From groundbreaking online courses to popular live seminars and videos, the wide range of offerings covers the spectrum of aviation safety education. In addition to publishing the Joseph T. Nall Report, the Air Safety Institute is continuing to add educational content and programs that specifically target the leading causes and circumstances of GA accidents. https://www.aopa.org/news-and-media/all-news/2017/august/23/low-accident-rate-maintained-as- ga-activity-grows Back to Top ATSB report reveals cause of Perth Air Asia X A330 engine failure Australia's crash investigator has blamed metal fatigue of a fan blade for the engine failure that crippled an Air Asia X A330 and forced a return to Perth earlier this year. The Australian Transport safety Bureau has released its interim report this morning over the June 25 flight during which passengers were asked to "say a prayer" by the pilot. The ATSB report said "interviews and analysis of recorded flight data, indicated that the flight crew conducted an in-flight engine shutdown and returned to Perth." It was at this point that Captain Ibrahim told passengers "I hope you all say a prayer, I'll be saying a prayer too and let's hope we all get back home safely." The aircraft, operating flight D7-237 with 359 passengers and crew, departed Perth at 7am and was abeam Carnarvon at 38,000ft when the failure occurred on the number 1 engine, resulting in engine damage and significant airframe vibration. The captain has been criticised for not diverting to Learmonth that was only 20 minutes away. The ATSB said in its report "the shutdown engine continued to rotate in the airflow, resulting in ongoing airframe vibration". Videos taken by passengers show excessive vibration. However, AirAsia boss Tony Fernandes lavished praise on the pilot and crew saying he was "super proud of Captain Ibrahim". The A330 returned to Perth and landed safely 90 minutes later, at about 11am. "Engine manufacturer found that a section of the fan blade separated at about one quarter of its length from the blade base," the ATSB report read. "The blade section and associated engine debris were retained within the engine cowls. Examination of the retained fan blade section identified that the separation was likely due to metal fatigue that originated within the blade's internal structure. Investigation and analysis of the failure mode are on-going." The findings of the engine manufacturer will be included in the ATSB's draft safety investigation report. The draft report will be provided to relevant parties for comment before the completion and release of the final report. https://thewest.com.au/business/aviation/atsb-report-reveals-cause-of-perth-air-asia-x-a330- engine-failure-ng-b88576796z Back to Top NBAA announces Flying Safety Awards The National Business Aviation Association (NBAA) recently announced the recipients of the 2016 Flying Safety Awards. The 1,311 companies receiving awards had more than 13 million hours of operation last year free of accidents and incidents. One company was given the 60-year achievement award and nine were given the 50-year achievement award. "For more than 60 years, the NBAA Flying Safety Awards have recognized member companies for their exceptional records of accident-free operations," NBAA President and CEO Ed Bolen said. "By following safety-best practices and achieving accident-free operations, these member companies have proven to be exemplary safety standard bearers for business aviation." The 60-Year Safe Flying Award recipient was Vulcan Materials Co. The 50-Year Safe Flying Award recipients were Altria Client Services, Cooper Tire & Rubber Co., Dunavant Enterprises, Georgia Crown Distributing, JCPenny Co., Masco Corp., Texas Instruments, Tulip City Air Service, and VF Corporation Aviation. The remaining awards were presented in seven other categories: corporate business, commercial business, aviation maintenance, ATP or commercial pilot, maintenance/avionics technician, scheduler & licensed dispatcher, and support services. Award winners will be recognized at the NBAA Business Aviation & Exhibition in October. The first NBAA Flying Safety Awards were presented in 1953 to encourage safety programs. https://transportationtodaynews.com/news/5085-nbaa-announces-flying-safety-awards/ Back to Top Why are shutters kept open for takeoff and landing? For many of us, onboard announcements and safety presentations are nothing but white noise as we page through our inflight magazine and eagerly await take-off. Lift your tray table, switch your phone off (even if it's in flight mode) and put your seat upright are mantras you could almost say in your sleep. Ever wondered why they exist in the first place? For those of us rudely awakened by the announcement to open our window blinds upon landing so that the rising sun streams through the cabin and and almost blinds you, the Association of Southern African Travel Agents (ASATA) has this explanation to help you #TravelwithPeaceofMind... For your safety While air travel is one of the safest modes of transport, take-off and landing are considered the most critical in aviation when most accidents tend to happen. For this reason, an open window blind forms part of a long process to prepare the cabin for sudden emergencies. Passengers are asked to take this step so that cabin crew members can look out of the windows to assess which side of the aircraft is safest to disembark from in case of a sudden and unexpected emergency. It goes without saying that every second counts during an emergency. If shades are open the crew can see the outside conditions, and this will help them in planning an evacuation, such as determining which doors to use (as, for example, one side may be on fire). As a general rule of thumb, most passengers in their nature are curious, and are the ideal look-out companions with 'extra eyes' to see if something goes wrong out there, like with one of the engines. Usually passengers report any untoward incidents right away. It is also a fact that during the daytime, opening window blinds and putting cabin lights on full blast, will make the eyes more used to the light. Thus, if something goes wrong and people need to be evacuated quickly there will not be a sudden change in light contrast, which might lead to temporary blurred vision. The same reasoning applies to night flights - window shades are open and cabin lights are dimmed to assist ground emergency personnel outside to see what's happening on the inside of the cabin if something goes wrong. Raising window blinds also gives rescue personnel better visibility inside the craft. The 90 second rule In aviation, the evacuation process itself should not take more than 90 seconds regardless of the size of the aircraft or the number of passengers. For this reason, the crew will prepare the flight in advance to make this 90 second rescue possible. This includes the opening of the blinds, along with folding up tray tables and putting seats in an upright position, which will help cabin crew evacuate all passengers in the given timeframe. http://travel.iafrica.com/flights/1054421.html Back to Top Climate change could make flights longer and bumpier As if flying wasn't already enough of a chore, there's an increasing number of studies showing climate change might make it worse. Changes to the jet stream could make flights longer and more turbulent. And higher temperatures could affect the maximum takeoff weight, meaning more weight restrictions and even flight cancellations. The problems could have an effect on the profits of airlines, which are already operating on slim margins. Bumpier journeys Research from Reading University has found that flights could become lengthier and more turbulent because of climate change. Climate change will make the jet stream stronger, and while tailwinds will help flights in one direction, headwinds will slow them down on the return leg. This effect doesn't cancel itself out, and in fact on the transatlantic route, the costs could amount to $22m (£17m) in additional fuel every year. The same researchers found that a more powerful and unpredictable jet stream could increase the number of incidents of severe turbulence by 149%. This could increase the risk of injury and add to an airline's insurance costs. Boeing says its planes can be equipped to counter the effects of turbulence as well as to avoid it altogether. But flying around turbulence could lengthen the flight and add to fuel costs. Taking off A study in July looked at five different commonly-used planes, and found that 10-30% of flights could require some weight restriction by the middle of the century due to rising temperatures. That could mean a reduction in passengers and cargo of between 0.5-2%. The problem is that a wing's lift is directly related to the density of the air flowing past it: the denser the air, the greater the lift. In extreme heat, the air becomes less dense, making take-off harder. Engines are affected too, because they create less thrust. As a result, a plane might have a lower maximum take-off weight, or it might need more space on a runway to get airborne. Heat limits For most major passenger jets, the maximum operating temperature is around the 49C, give or take a few degrees depending on the aircraft. At the moment, those temperatures are mercifully rare. Still, major airlines were forced to delay or cancel dozens of flights out of Las Vegas and Phoenix airports in June due to a heat wave. The concern is that climate change will make it more common. While deserts are obviously the most affected, the study's author Ethan Coffel says some Asian airports - Bangkok and Hong Kong, for example - could see a substantial fraction of long-haul flights requiring some takeoff weight restriction during the hottest parts of the day. Slim margins Mr Coffel thinks the problem could be a "non-trivial" addition to an airline's costs, which will come in the form of reduced payloads. This is an industry with slim profit margins and on any given flight the difference between making a profit or a loss might boil down to just a few passengers. It's why airlines overbook flights. This year, the International Air Transport Association (Iata) expects the airline industry globally to make a profit margin of 4.1% and to keep $7.54 for each passenger, but this is a good year and those figures are much lower outside the lucrative US market. Some industry-watchers feel the research is extremely speculative, because it deals with conditions that are several decades away. "It could be an issue very long term, but you've got to expect aircraft performance will improve, or maybe people will fly less," said FlightGlobal's Greg Waldron. Fewer freezes Canadian manufacturer Bombardier says airlines that operate in very hot cities tend to get around the problem by scheduling flights in the evening or early in the morning to operate in lower temperatures. Boeing says its customers can order a "high and hot" package, which improves performance with slightly more thrust and slightly larger control devices on the wing. But Ethan Coffel notes that those solutions aren't free. "There is always an opportunity cost - performance would have been better without climate change," he said. At the other end of the spectrum, flights are sometimes cancelled due to cold weather too. For example, more than 6,000 flights were cancelled in the US because of a storm in March, mostly due to icy conditions on the runway. So if the climate continues to get warmer, would a few flights cancellations in Phoenix be balanced out by fewer cancellations in Toronto because of less freezing weather? "It is possible that cold weather impacts could be reduced - that would be a useful future research area," said Ethan Coffel. http://www.bbc.com/news/business-40604442 Back to Top Melbourne Airport: Emirates EK406 flight on local standby A MYSTERY incident involving an Emirates flight at Melbourne Airport sparked concern after a pilot asked for help on descent on Thursday morning. An airport spokeswoman deferred a Herald Sun inquiry to the airline but confirmed there was an incident with an Emirates plane that had landed before 6.00am. "The pilot asked for a local standby, which isn't an emergency," she said. Victoria Police, MFB and Ambulance Victoria were not been called out but airport response staff were waiting on the tarmac. It is believed the flight was EK406 from Dubai. Drew Loney, who was on board the flight, said the first officer warned passengers about a change in procedure before landing. "We were given a heads up that when we were landing it was going to be a bit of a different routine," he said. "There was nothing untoward when we took off, or during the flight but we were given a heads up by the first officer that once we landed we would be standing off, that the airport services would be checking over the plane, and then we would be towed through to the gate." Mr Loney said two airport fire trucks were waiting and placed spotlights underneath the plane. "When we cleared the runway we stopped and shutdown everything - all the lights off. I don't know if it was something iffy about the brakes but ... it was a very slow and gentle descent right on the first part of the runway too." "All I can imagine is it was maybe a warning light or something about the brakes," he said. Earlier Melbourne Airport said the connecting flight to Auckland, New Zealand would not be delayed and would run as scheduled. The flight from Melbourne to Auckland, which was scheduled to land in Auckland at 12.45pm, was later cancelled. The flight from Dubai to Melbourne was not significantly delayed. Emirates and related carrier Qantas have both been contacted for comment. http://www.news.com.au/travel/travel-updates/incidents/melbourne-airport-emirates-ek406-flight- on-local-standby/news-story/cfa01bd10bc8d2f6be47acc2077f8611 Back to Top Airplane nearly crashes into drone illegally flown near Memphis airport MEMPHIS, TN (WMC) - A close encounter of the unmanned kind nearly caused a disaster at Memphis International Airport on August 7. A drone flying one mile away from the airport nearly collided with an airplane during takeoff. "They should not be flying drones next to an airport. That's ridiculous," said Memphis resident, Robert Fox. He's absolutely right. In fact, it's against FAA rules for anyone to fly a drone within five miles of an airport, unless the drone pilot receives authorization from the airport ahead of time. The person flying the drone on August 7 ignored those rules. A Delta AirLines pilot reported a "near miss" with the drone. Darwin Elkins, a frequent flyer, said with drones buzzing through the sky, he's surprised incidents like this aren't happening more often. "There are drones flying all over the place. Too many people have them and they go where they want to go," Elkins said. WMC Action News 5 is working to find out whether the drone pilot will face criminal charges in this incident. http://www.wmcactionnews5.com/story/36202953/airplane-nearly-crashes-into-drone-illegally- flown-near-memphis-airport Back to Top Position: Underwriter, Aviation Location: Atlanta, GA Employment Duration: Full-time Travel: Up to 30% The Underwriter will manage business development operations including: Marketing, underwriting and client relationships of existing and new clients. The Underwriter will manage regional insurance accounts for Starr Aviation as well as manage regional broker relationships. Qualified candidates will possess knowledge and execution of the underwriting process as well as the following: * Underwrite Aviation insurance products to regional brokers * Underwrite aircraft hull and liability coverage for all aircraft operations, Aviation product liability, and Aviation commercial general liability * Develop new as well as existing broker contacts * Plan regional office location budget * Manage the regional territory of business for Starr Aviation Skills/Experience Required: * Ideal candidates should have at least 3-5 years of experience underwriting aviation exposures * Candidates should have excellent presentation and marketing skills * 3+ years of Aviation underwriting experience * Strong organization skills * Innate time management capabilities * Ability to handle multiple tasks and prioritize * A "self-starter" APPLY HERE GRADUATE RESEARCH SURVEY This Survey is being undertaken as part of my Master of Science (MSc) in Air Safety Management at City University, London and will form part of the dissertation to determine whether there are benefits to the UK CAA and the wider UK Aviation community, by the UK CAA having to access to CVR recordings. This is particularly relevant to me in my role as Head of Performance Based Regulation (PBR) as one of the principles of PBR is to be able to assess the performance of an organisation to determine the risk and where to focus the resource. Having access to various data sources is a key driver in this approach and CVR data could be one of those additional data sources. This survey has gone through the City university ethics assessment process. All data will be kept anonymous. No personal identifiable information will be collected. All answers reported in analysis will be without any connection to you on any response that you provide. If you would like to take part, please click on the link below. Thank you for your assistance. https://www.surveymonkey.com/r/Y7YC8TK Stephanie Shaw Back to Top Title Managing Communications Following an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates, Tuition and Fee October 26-27, 2017 $1034 early registration, by August 28, 2017 $1134 late registration, between September 26 and October 21, 2017 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1: 8:30am - 5pm Day 2: 9am - 3pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE CEUs 1.3 Overview * How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community * Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation * How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media * Making provisions for and communicating with family members of those involved in the accident * Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others > Comments from course participants > See the 219 organizations from 28 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: * Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport * Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested * Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation. * Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why * Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 https://www.ntsb.gov/Training_Center/Pages/PA302_2017.aspx NTSB Accident Site Photography Course Title Accident Site Photography Description Three courses in one training event - two days of photography instruction and practical exercises in addition to one day of digital image processing. Day One - Technical Photography The principles of digital imaging will be explained and demonstrated. Participants will create images to apply techniques discussed in class. Participants should be familiar with the operation of their digital camera prior to attending the course. Day Two - Advanced Accident Site Photography Participants learn how to capture the most important and useful images to document any accident site. Through the use of methods described in this course, participants will expose their own images in various photographic disciplines and then share in critique sessions offering constructive observations for improvement. This session will include interactive instruction and demonstration, as well as practical exercises. Day Three -Digital Image Processing Processing and storing of images for current and archival use in a variety of electronic formats will be discussed. Generally accepted protocols for processing of images to enhance image clarity will be presented, as well as information for retaining authenticity crucial for use as documentary evidence. ID Code IM300S Dates and Tuition October 17-19, 2017 $1,198 early registration by September 17, 2017 $1,248 late registration between September 18, 2017 and October 12, 2017 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1 & 3: 8am - 4:30pm Day 2: 8am-1pm and 5pm - 8pm (night documentation exercise) Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE CEUs 1.8 Program Agenda Day One - Technical Photography * Digital photography - how a digital image is formed, processed and stored; digital vs. analog imaging; adjusting resolution & file sizes for particular purposes * Camera usage and care - holding, focusing, light metering, batteries, moisture and cleaning * Elements of exposure - shutter speeds, lens apertures, depth-of-field and exposure vs. noise * Lighting: sources and techniques * Close-up and macro-photography - use of flash, filtration and polarization * Troubleshooting - Resolving difficulties by understanding the basics of digital hardware * Photographer safety and camera care * Digital imaging media, techniques and cautions Day Two - Advanced Accident Site Photography * Project environment - preparing for assignments under any conditions * Documenting the scene - protocols for documentation of any type of accident/incident site * Size, color and positional references - GPS capabilities and animation * Storytelling - capturing images to maximize informational content * Quantitative scene data - virtual reality, photomontage * Authenticity - ensuring image authenticity through use of specific procedures * Photo Reality - taking advantage of contrast, perspective, proper lens focal length and color reproduction * Exercise: Documentation of simulated aircraft accident site Day Three -Digital Image Processing * Workflow process - from image capture to archival storage * Scanning - converting traditional prints into digital images * File types - determining optimal file formats for various image types and usages * Image size - Guidelines for best file sizes for a range of storage and electronic transmission considerations * Compression - balancing the benefits and drawbacks of various modes of image compression * Image Correction - using imaging programs to correct for deficiencies in overall image quality: o Enhancing detail o Adjusting luminosity o Cropping out distracting/irrelevant elements o Correcting distorted color o Improving contrast Authenticity protocols - practices and procedures to ensure that the integrity and accuracy of the documentary digital image is not compromised at any point in the workflow process Equipment Participants must provide an individual digital camera, camera manual and laptop computer. In addition, it is recommended and encouraged that you bring to class all equipment and accessories that you may use on the job, such as scales, mirrors, memory, and tripods. Students should be prepared to photograph at a simulated scene outdoors. Please be prepared for local weather and outdoor working conditions. Who May Attend * NTSB investigators * Federal, state & local investigators, including those outside the field of transportation, who would like to build or enhance photographic skills * Potential participants in an NTSB investigation * Law Enforcement Officers * Safety and Private Investigators * Enforcement Inspectors * Others who would like to build or enhance photographic skills Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 Courses, forums and symposia are added to the schedule throughout the year. Subscribe to the e- newsletter to learn about upcoming events and new programs: https://app.ntsb.gov/trainingcenter/list/list_mw020207.htm Curt Lewis