Flight Safety Information August 31, 2017 - No. 175 In This Issue Incident: Vietjet A320 near Hong Kong on Aug 30th 2017, cargo smoke indication E V A S Smoke Protection Incident: Indigo A20N at Vishakhapatnam on Aug 30th 2017, rejected takeoff due to bird strike Incident: SAS CRJ9 near Billund on Aug 30th 2017, cabin did not pressurize Lawsuit: Buckhead pilot crashed plane after being 'misdirected' by FAA Delta Will Promote Pilots to Captain-if They Can Fly This Aging Plane Vietjet: False alarm causes emergency landing at Hong Kong International Airport Japanese DM, local media differ on cause of Osprey's emergency landing POSITION: CASS Internal Auditor Position: Underwriter, Aviation GRADUATE RESEARCH SURVEY NTSB Course - Managing Communications Following an Aircraft Accident or Incident NTSB Accident Site Photography Course "Angle of Attack" - NOW AVAILABLE FOR ORDER CHC Safety & Quality Summit - 2017 (September 27-29; Grapevine, TX) Incident: Vietjet A320 near Hong Kong on Aug 30th 2017, cargo smoke indication A Vietjet Air Airbus A320-200, registration VN-A656 performing flight VJ-885 from Kaohsiung (Taiwan) to Ho Chi Minh City (Vietnam) with 103 passengers and 7 crew, was enroute at FL340 about 170nm south of Hong Kong (China) when the crew received a cargo smoke indication, declared emergency and diverted to Hong Kong, where the aircraft landed safely on runway 25R about 27 minutes later. Attending emergency services found no trace of fire, heat or smoke. The airport reported the crew reported a cargo smoke indication, the cargo hold was checked but no evidence of fire, smoke or heat was found. The smoke indication was determined false. The airline reported a technical problem. The aircraft remained on the ground for about 4 hours, then departed again and reached Ho Chi Minh City with a delay of 4.5 hours. http://avherald.com/h?article=4adaf4d9&opt=1 Back to Top Back to Top Incident: Indigo A20N at Vishakhapatnam on Aug 30th 2017, rejected takeoff due to bird strike An Indigo Airbus A320-200N, registration VT-ITF performing flight 6E-287 from Vishakhapatnam to Bangalore (India) with 178 people on board, was accelerating for takeoff from Vishakhapatnam's runway 28 when the crew rejected takeoff at high speed about 1/3 down the runway after the left hand engine (PW1127) ingested birds. The aircraft slowed safely and returned to the apron. A replacement A320-200 registration VT-INR reached Bangalore with a delay of 7:45 hours. The occurrence aircraft is still on the ground about 20 hours after the rejected takeoff. http://avherald.com/h?article=4adaf289&opt=1 Back to Top Incident: SAS CRJ9 near Billund on Aug 30th 2017, cabin did not pressurize A SAS Canadair CRJ-900, registration EI-FPE performing flight SK-1480 from Billund (Denmark) to Stockholm (Sweden) with 55 passengers and 4 crew, was climbing out of Billund when at about FL190 the crew initiated an emergency descent to 9000 feet due to the loss of cabin pressure, the passenger oxygen masks were deployed. The aircraft climbed to FL100 subsequently and continued to Stockholm for a safe landing about one hour after stopping the climb at FL190. A passenger reported there was a sudden rush of cold air and the cabin became "cloudy". The oxygen masks came down. The airline reported the crew noticed the cabin pressure could not be maintained and became too low. The crew therefore descended the aircraft and released the oxygen masks. The occurrence aircraft is still on the ground in Stockholm about 16 hours after landing. http://avherald.com/h?article=4adaf0c5&opt=1 Back to Top Lawsuit: Buckhead pilot crashed plane after being 'misdirected' by FAA A married Buckhead couple is suing federal agencies for failures they say led to them crash-landing a small plane onto an athletic field in October 2014, according to a lawsuit. S. Blaine McCaleb III was flying a single-engine Socata TBM 850 with his wife, Cynthia McCaleb, when the plane lost engine power. Blaine McCaleb contacted the Federal Aviation Administration air traffic controller and declared an in-flight emergency, says the complaint, filed Friday in the U.S. District Court's Northern District of Georgia. The air traffic controller misdirected Blaine McCaleb to an airport located about 10 nautical miles away, instead of one that was about 1.7 miles away, according to the filing. The former airport was beyond the distance the plane would have been able to glide without engine power; the latter was "well within" that distance, it says. The plane crashed short of the airport allegedly identified by the FAA. The McCalebs were both injured, with Cynthia McCaleb suffering "multiple broken bones, facial injuries and scarring and traumatic brain injuries," the complaint says. The lawsuit does not name the two airports, and the McCaleb's attorney, Alan Armstrong, declined to identify them because the office doesn't comment on pending litigation. But in 2014, Fayette County Sheriff's officials said the plane left DeKalb-Peachtree Airport in Atlanta for Harris County Airport in Pine Mountain, but was diverted to Atlanta Regional Airport-Falcon Field in Peachtree City before crash landing in the vacant athletic field at Starr's Mill High School in Fayetteville, according to news reports at the time. The lawsuit claims the defendants - the federal transportation department and the FAA - failed to follow training directives and failed to use reasonable care during air traffic control communications with Blaine McCaleb. The couple seeks damages. The Department of Justice, which represents federal agencies in litigation, declined to comment. http://www.ajc.com/news/local/lawsuit-buckhead-pilot-crashed-plane-after-being- misdirected-faa/kzyZUeaxk0DiIje898Qg7I/ Back to Top Delta Will Promote Pilots to Captain-if They Can Fly This Aging Plane Since almost the beginning of the commercial airline business, junior pilots have had to toil years in the second chair waiting to win a pair of captain's wings. Now Delta Air Lines Inc. is offering them the chance to vault into a captain's seat in as little as six months. The catch? The promotion requires flying an unloved, aging plane nicknamed the "Mad Dog" that Delta plans to retire in three years. The McDonnell Douglas Corp. MD-88 jets are the oldest aircraft in operation at any major U.S. carrier. They come with quirks such as glare-prone skylight panels called "eyebrow windows" that were common when pilots sometimes navigated by the stars. And they're so noisy that some New York politicians, including U.S. Senate Minority Leader Chuck Schumer, cheered when Delta recently pulled the planes from New York's LaGuardia Airport. Now the jets are helping to topple traditional timetables on pilot careers, as Delta awaits deliveries of new aircraft and contends with a graying pool of aviators. Senior pilots shun the MD-88s for newer Airbus SE or Boeing Co. jets, now the industry's standard equipment. But some junior co-pilots who covet the prestige and higher salaries awarded captains aren't so choosy. "The good side of M-88 is that there is such HATE for it that seniority happens in crazy fashion," read one recent post on a Delta pilot forum. "In one year you will be able to hold holidays and weekends off." Unionized pilots typically progress from the right-hand first officer's seat to the left-hand captain's perch, and from small to large jetliners. Moving from first officer to captain historically was an 8- or 10-year process and occasionally has dropped to two or three years in boom times, says Kit Darby, a pilot consultant based in an Atlanta suburb. Veterans with the most seniority get first pick of choice assignments, such as flying the Boeing 747 jumbo on routes to Asia. Junior pilots might only claim a captain's seat on the 110-seat Boeing 717, or a first officer's role on a larger plane. But some Delta pilots who are willing to accept the worst assignments-flying an MD-88 or sharing a crash pad in Queens and flying out of New York-are upgrading fast. One pilot hired in January was a captain by June, according to a company memo to pilots. Moving up within six months is "not unheard of," says Delta spokesman Michael Thomas, and less-tenured pilots flying the MD-88 aren't any less qualified than those at the controls of bigger jets. "We hire folks who have the qualifications and airmanship and aptitude to become captains with Delta," Thomas says. Still, that's the fastest career development for pilots among the Big Three U.S. carriers, according to pilots and industry advisers. Some American Airlines Group Inc. pilots have advanced in less than two years on the 99-seat Embraer E190 regional jet, American spokesman Joshua Freed says. United Continental Holdings Inc. has no similar cases of such quick promotions, according to a United spokeswoman. "Almost every pilot I talk to, when I tell them people are upgrading to captain within a year, they all go, 'Wow, you're kidding!' " says Louis Smith, president of the firm Future & Active Pilot Advisors. "It's almost unheard of in the business." Upgrading can mean a big bump in pay. A first-year first officer at a major airline makes about $86 an hour with a significant raise in Year Two, while a new captain makes about $220 an hour, Smith says. Pilots say about $180,000 is typical annual pay for first-year captains after they've completed training. Other carriers may wind up with similar fast-track options if the shortage of airline pilots gets worse, as expected. About half the pilots at 10 large U.S. airlines will hit the retirement age of 65 by 2026, Darby says. The problem is more acute at regional carriers, which are lobbying to relax a requirement that commercial pilots have at least 1,500 hours of flight time. Lifestyle and pay packages that reward co-pilots on long-haul aircraft are also making it harder for Delta to staff the MD-88. A first officer with 10 years' experience on the long- range Boeing 747 makes about $221,000 a year, roughly the same as a first-year captain on the shorter-range Boeing 717, according to Delta pay tables viewed by Bloomberg. And Delta's Thomas says that the MD-88, the Boeing 717, and other short-haul planes require pilots to fly many more legs than longer-haul jets, and some aviators don't want that kind of schedule. "International widebody pilots hold the best schedules and work the fewest days because of the nature of the flying they do," says Sam Mayer, a longtime American Airlines pilot. "A lot of guys are finding out they'd rather stay at first officer" on the bigger aircraft than move up to captain of a smaller jet with a less desirable schedule. The MD-88, a workhorse on shorter flights since 1988, has controls and checklists that feel antiquated and counterintuitive to pilots who face demanding training before they can switch aircraft types. Then there's a cockpit described as a "cage" by Dennis Tajer, who flew a similar-vintage sister McDonnell aircraft nicknamed the Super 80 for a decade at American before ascending to the Boeing 737. The McDonnell flight deck is "very small, narrow, and unforgiving for any pilot that would like to spread his or her wings," says Tajer, a spokesman for American's pilot union. Still, the MD-88 has its fans. Delta has redone the interiors of even its older jets, so passengers probably can't tell it's so old, says Rene de Lambert, who pens a Delta frequent-flier blog called Rene's Points. Also, the plane's configuration, with two seats on one side of the aisle and three on the other, means the MD-88 has fewer dreaded middle seats than many planes, he says. "Yeah, if you're in the back it's noisy, but most people are going to be sad to see it go," de Lambert says. "It will be missed. Of course, it's not flying over my house." The MD-88 is almost certainly headed for aviation's boneyards. There are only two other operators beyond Delta: Allegiant Air, which is also retiring its fleet, and an obscure Iranian carrier, Taban Air, according to Planespotters.net. "Delta has remodeled all of their MD-88s, but it's like an old car that's been spruced up," Tajer says. "It's not like sitting down in a brand-new Cadillac." -With Mary Schlangenstein https://www.bloomberg.com/news/articles/2017-08-30/delta-will-promote-pilots-to- captain-if-they-can-fly-this-old-plane Back to Top Vietjet: False alarm causes emergency landing at Hong Kong International Airport Vietjet's flight VJ885 from Kaohsiung en route to Ho Chi Minh City (HCMC) today was alerted with a technical problem alarm. The flight crew decided to divert and safely landed at Hong Kong International Airport for technical problem check. Following the required checks and inspection as per flight safety assurance procedures, the technical problem alarm was confirmed to be false. The airplane has been put back to operations and plans to depart from Hong Kong International Airport for HCMC within this afternoon. All passengers were safely disembarked and offered with food and beverages at rest places during the aircraft check time. It is the procedure for flight crew to land at the alternate airport for technical check up whenever technical problem warnings have been found. These are common practices among airlines in the world. Passengers' safety has been always the airlines' top priority. https://eturbonews.com/163018/vietjet-false-alarm-causes-emergency-landing-hong- kong-international-airport Back to Top Japanese DM, local media differ on cause of Osprey's emergency landing TOKYO, Aug. 30 (Xinhua) -- A U.S. Marine Corps Osprey aircraft that made an emergency landing at a commercial airport in southwestern Japan may have done so due to an instrument malfunction, Japanese Defense Minister Itsunori Onodera said Wednesday. Onodera's remarks came despite local media reporting that the plane's crew notified air traffic controllers of its need to make an emergency landing due to engine trouble. The controversial Osprey, known for its checkered safety history, is reportedly the same aircraft that was forced to make an emergency landing near Okinawa's main island in June under potentially similar circumstances. Onodera, conceding that the tilt-rotor airplanes are continuing to have accidents, called for tighter safety measures to be implemented. "Accidents involving Ospreys are continuing to happen, so I want safety to be ensured when operating them," the defense minister told a press briefing on the matter. Japan's top government spokesperson, Chief Cabinet Secretary Yoshihide Suga, also expressed his concerns over the safety of the turboprop planes that can take off and land like a helicopter and fly like a fix-winged aircraft. Suga told a press briefing that the government has requested further information on the incident and for thorough safety management regarding the planes. The military plane landed at Oita Airport at around 6:30 p.m. local time on Tuesday after leaving the Marine Corps Air Station in Yamaguchi Prefecture, western Japan. The defense ministry said the plane was headed to its base at the U.S. Marine Corps Air Station Futenma in Okinawa when it made the emergency landing. While the U.S. Marines said in a statement that the pilot of the Osprey landed at the nearest airport after a warning light went on in the cockpit, and that the landing was a normal, preventative measure, local media reported that smoke and fire could be seen emerging from the plane. According to Japan's Kyodo News, the crew aboard the airplane contacted air traffic controllers due to engine trouble and said they needed to make an emergency landing. While no body aboard was injured and commercial flights were only delayed for 20 minutes, smoke and fire were seen momentarily emerging from the aircraft, Kyodo News reported. The latest incident involving an Osprey follows the fatal crash of one of the planes in waters off Australia that killed three Marines on Aug. 5, prompting the central government here to request the U.S. military ground the planes to further investigate their safety. Japan's Ground Self-Defense Force is planning to acquire 17 Ospreys to be deployed at Saga airport in southwestern Japan. http://news.xinhuanet.com/english/2017-08/30/c_136568594.htm Back to Top POSITION: CASS Internal Auditor Job Locations: US-TX-Dallas Posted Date: 8/25/2017 Department: 02-Technical Operations Important Job Details: Overview: We are committed to provide our Employees a stable work environment with equal opportunity for learning and personal growth. Creativity and innovation are encouraged for improving the effectiveness of Southwest Airlines. Above all, Employees will be provided the same concern, respect, and caring attitude within the organization that they are expected to share externally with every Southwest Customer. Responsibilities: WORK ACTIVITIES/CONTEXT: * CASS Internal Auditors develop and maintain checklists, perform audits to include audit planning, execution, and follow-up, assessing compliance with established process and procedures, and insuring complete and accurate documentation of maintenance. * CASS Internal Auditors perform audit in-briefs and out-briefs with local leadership to review and discuss audit scope and purpose and present audit results. * CASS Internal Auditors generate audit reports to document deficiencies or hazards and to request corrective actions to deficiencies. * CASS Internal Auditors communicate with employees to determine if job functions are carried out with the aspect of quality in mind. This includes observing employees performing maintenance and maintenance support tasks. * Comply with directives as set forth by the CASS Internal Supervisor. Must be able to meet any physical ability requirements listed on this description. May perform other job duties as directed by Employee's Leaders. Qualifications: BASIC QUALIFICATIONS: High School Diploma, GED or equivalent education required. Must be at least 18 years of age. Must have authorization to work in the United States as defined by the Immigration Reform Act of 1986. EDUCATION: * Bachelor's degree (Preferred) WORK EXPERIENCE: * Previous technical audit experience (Preferred) * An extensive background in an air carrier maintenance environment (Required) * Previous auditing experience with a 121 Carrier, or 145 repair station working on 121 aircraft (Preferred) * At least 2-3 years of inspection experience with a 121 Carrier, or 145 repair station working on 121 aircraft (Preferred) * At least 2-3 years' experience with Boeing technical documents (AMM, SRM, IPC, etc.) (Preferred) * Prior auditing experience (Preferred) LICENSING/CERTIFICATION: * Airframe and Powerplant Certificate (Required) PHYSICAL ABILITIES: * The ability to travel extensively up to 50% * The ability to access all industry environments, including restricted areas, requiring climbing, bending, kneeling, and stooping. Limited exposure to noise, fumes, oils, and chemicals. SKILLS/ABILITIES/KNOWLEDGE/WORK STYLE: * Bilingual in Spanish and English (Preferred) * General knowledge of 14 CFRs (Preferred) * Basic computer skills (Required) * Experience with all Microsoft Suite (Word, Excel, Access, etc...) (Required) * Familiarity with SWA manuals (Preferred) * Proven written and verbal communication skills (Required) * The ability to perform audit assignments without direct supervision (Required) * The ability to anticipate and solve problems (Required) * The ability to analyze and comprehend technical reports, instructions, and maintenance documents (Required) Must be able to comply with Company attendance standards as described in established guidelines. OTHER QUALIFICATIONS: Must maintain a well-groomed appearance per Company appearance standards as described in established guidelines. Southwest Airlines is an Equal Opportunity Employer. https://aircraftmaintenance-southwest.icims.com/jobs/20166/cass-internal- auditor/job?hub=5 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 Back to Top NOW AVAILABLE FOR ORDER EXCLUSIVELY FROM CURT LEWIS AVIATION BOOKS Starting with the Air France 447 accident, the authors present a fascinating and heartbreaking human interest story about one of the most important events in aviation history. They have also written the defining work on Angle of Attack technology and what it means to every pilot and passenger. Their analysis of worldwide aviation accident history shows how the use of AOA equipment instrument may have prevented aviation tragedies. Autographed first edition copies available from Curt Lewis Aviation Books at http://www.pilot-errormovie.com/book/angle-of-attack Buy the book and Pilot Error, the acclaimed tie-in feature film the Milwaukee Journal calls a "first class ticket" http://www.pilot-errormovie.com/book/book-and-dvd Meet co-author Shem Malmquist at the Beyond Risk Management booth during the ISASI annual seminar in San Diego August 22-24. Shem Malmquist, a 777 Captain and veteran accident investigator, is presenting "Investigating accidents that are a consequence of complex systems," with Dr. John Thomas (MIT) on August 24 at 11:30 a.m. at the ISASI Conference in San Diego. Malmquist will also be at Quinn's Ale House at the convention venue, the Sheraton San Diego Hotel and Marina from 5:15 p.m. to 7 p.m. on August 23. For more details contact the author at spmalmquist@outlook.com or phone 901 302-0779. Co-author Roger Rapoport is a Flight Safety Information contributing editor who conducted over 300 interviews around the world for this book. He is the author of Citizen Moore and has written for Harper's, the Atlantic, Esquire, the Wall Street Journal, Los Angeles Times and the London Independent. WHAT THE EXPERTS ARE SAYING ABOUT ANGLE OF ATTACK "We owe Rapoport and Malmquist a great debt of gratitude. Read every word." -Dr. Gary Helmer, Embry Riddle University "A great resource for aeronautical professionals ... exposes the failed defenses that can reside at each layer of the aviation system. A must-read for anyone with an interest in aviation accident investigation and aviation safety." -Dr. Chris Johnson, Director of Aviation Education and Research, Industrial & Systems Engineering, University of Wisconsin, Madison "A must-read for professional pilots, aircraft designers, government regulators and political decision makers." -Captain Elaine M. Parker, Beyond Risk Management "Angle of Attack sheds light for the novice and expert alike. Their subject matter expertise is admirable. They have used the Air France 447 crash and other crashes of automated airplanes as examples of accidents that might have been prevented if the crews had access to realistic training to prepare them for those rare events and if their aircraft had been equipped with angle of attack indicators." -Gregory Fox, Director of Safety, Florida Institute of Technology, ATPL pilot, safety manager since 1971, 35 years safety regulator, and 20 years check inspector on A320 and A340. "For the very first time the full story of Air France 447, one of the most significant events in aviation history, is revealed thanks to eight years of painstaking research." -John Darbo, Argus Inernational, former American Airlines manager of internal evaluation and event investigation "You don't have to be a pilot to find this book moving and absorbing." - Adam Hochschild, Author of Spain in Our Hearts and King Leopold's Ghost "This book proves conclusively that education by meteorologists is the key to fundamental understanding of the impact weather has on the elements of the aviation arena." - Debbie Schaum Embry-Riddle University "A masterful work that was hard to put down." -Captain Shawn Pruchnicki Ohio State University for Aviation Studies Curt Lewis