Motto:

http://lamelka222.salon24.pl/

„28 miesięcy...” – falstart raportu-widmo - amelka222 - Salon24

lamelka222.salon24.pl/443950,28-miesiecy-falstart-raportu-widmo

3 dni temu – Nie dość, że pozycja ta niby fizycznie jest, bo przecież została zakupiona przez blogera Wywczasa ( http://wywczas.salon24.pl/443718 ...

Spadkobiercy z konieczności, nie z wyboru

http://www.youtube.com/watch?v=yl0eTI7stVs&feature=related

Smoleńsk - ja nie katastrofę widziałem ale inne rzeczy...

Uploaded by0manka on 19 Dec 2011

świadek zdarzenia Smoleńsk-Siewiernyj

Lekcja z lektury materiałów ICAO i techniki satelitarnej GIS przy TABLICY: Pomocnik – lektura obowiązkowa dla Zespołu Parlamentarnego RP 2010-2012 ds. Zbadania Przyczyn Katastrofy Smoleńskiej pod przewodnictwem Posła Antoniego Macierewicza

Z inspiracji i pomocy Przyjaciela:

@Albatros ... z lotu ptaka :-)

Jak minęły WAKACJE?
Thanks for asking, but I didn't have any...:-)

Here I wanted to bring your attention (again) to the fact, that images with "crash wrack" are only imitation of satellite images.

Claim "On the next day after the disaster GeoEye-1 satellite of the American GeoEye company flying over the crash site captured high resolution (0.5 m) images of the area, ordered in behalf of the Russian Emercom by ScanEx RDC, which provided these images to the editorial office of the R&D." ---

is poor Engl. translation of idiotic propaganda.

Please search for "Smolensk" or "Russia" or "Western Russia" in GeoEye site and see if any such images "flying over the crash site captured high resolution (0.5 m) images of the area, ordered in behalf of the Russian Emercom by ScanEx RDC" are listed anywhere on Site, Gallery or Archive:

GeoEye Gallery Index:
http://www.geoeye.com/CorpSite/gallery/gallery-index.aspx

http://www.geoeye.com/CorpSite/gallery/

http://www.geoeye.com/CorpSite/gallery/search-gallery.aspx?search=russia

Publishing Guidelines:

Any use of the images published on the World Wide Web must include the following words, reasonably conspicuously displayed:
"Copyright © 2011 GeoEye" or "GeoEye" or "Satellite mage courtesy of GeoEye." Wherever possible, the word "GeoEye" must be hot-linked to the GeoEye Web site (www.geoeye.com).

GeoEye makes no claim or representation and accepts no responsibility or liability regarding how others display or utilize the imagery in broadcast, print, or Web.

http://geoeye.mediaroom.com/index.php?s=27301

Resolution
The satellite collects images at .41-meter panchromatic (black and white) and 1.65-meter multispectral resolution. (NOAA requires GeoEye to resample images to .50-meter resolution for commercial use.)
http://www.geoeye.com/GeoEye101/satellite-imagery/collection-method.aspx

SEACLUSION01870 | 29.08.2012 20:11

link nadużycie odpowiedz

Nowy rok szkolny 2012/2013 dla Zespołu Parlamentarnego ds. Zbadania Przyczyn Katastrofy Smoleńskiej

Excellence in Aviation Safety Training

Motto:

http://p.web-album.org/8e/ca/8ecadeb2905e3565975beb8c377531a1a,4,0.png

http://p.web-album.org/f8/02/f80277688df793ba89cd324fb2566f3aa,4,0.jpg

ŹRODŁO: Blog A-Tem http://atemcom.blogspot.com/

Saturday, August 11, 2012

O oszustach

Wielkość samolotu Tupolew-154M w porównaniu do pobojowiska na polanie.

Napis w lewym dolnym rogu brzmi: [to] ON upadł?

http://rnd.cnews.ru/tech/news/line/index_science.shtml?2010/04/10/386142

Под Смоленском разбился пассажирский Ту-154 с Президентом Польши на борту

Версия для КПК | Распечатать

Авиация и космос
10.04.10, Сб, 11:56, Мск

По предварительным данным, все 87 человек, находившихся на борту, погибли.

+ ś.p.87 Osób - ??? все 87 человек!

A gdzie zginęły pozostałe OFIARY?

ŹRODŁO: Blog A-Tem http://atemcom.blogspot.com/

Saturday, August 11, 2012

O oszustach

Wysypisko złomu, nie "katastrofa lotniczna".

Z długości śladów wiemy, że na polance lotniskowej znalazło się w kwietniu 2010 roku wysypisko złomu. Na Siewiernym nie ma "miejsca katastrofy". Taka katastrofa, gdyby zaszła, pozostawiłaby ślady na drodze co najmniej kilometra i ćwierć - 1200m lub co najmniej 1300m. Nie mniej. Nigdy nie byłoby to żadne 120m czy 125m, jakie zmierzyli śledczy. Na takiej mikroskopijnej długości porozrzucane by były szczątki, gdyby rzeczony samolot pasażerski wbił się w ziemię spadając pionowo. Tymczasem jak wiemy, "leja żadnego tam nie było, a tylko okropne błoto wszędzie". Aha, a po błocie i po śliskiej mokrej trawie — jak policzyliśmy — obły kadłub samolotu ślizga się nawet o wiele dalej, niż kilometr i ćwierć. Raczej półtora — dwa kilometry przebiegłby na kołach, ślizgałby się na dachu. Czy z podwoziem, czy bez podwozia — nie ma to wcale w pierwszym przybliżeniu znaczenia. Dwa kilometry. Taki rezultat otrzymujemy. Długie dwa kilometry, a nie krótkie 120 metrów.

Skąd więc wzięło się najpierw u Anodiny, potem u Millera, potem u Macierewicza bajkopisarstwo, obliczone na sprzedanie nam niefizycznej, zakłamanej bajeczki o katastrofie która wydarzyła się przy lądowaniu tupolewa w Smoleńsku? Konfabulacja o katastrofie lotniczej w Smoleńsku wskazuje na fakt, że konfabulatorzy widzą w tej niefizykalnej (bajkowej) narracji jakiś zysk dla siebie. Jaki to jest zysk, i kto go wypłaca Anodinie, Millerowi, Macierewiczowi?

Dołóżmy teraz drugie pytanie, odpowiedź na które wskazywać może, że nikt ze wspomnianego zespołu Macierewicza nie zasługuje uczciwie na świadectwo ukończenia szkoły podstawowej. Otóż na konferencji brukselskiej przedstawiono jeden po drugim dwa referaty. Jeden opowiadał o NIEzahaczeniu o brzozę skrzydłem, tylko o przelocie nad nią. Drugi opowiadał o przelocie przez brzozę, związanym ze ścięciem tej brzozy skrzydłem, które to skrzydło wyszłoby wprawdzie ze zderzenia z pniem drzewa pogięte, ale bez szwanku dla integralności płata. No więc, jak tam właściwie było: leciał i ściął brzózkę zachowując skrzydło, czy też leciał nad nią, a brzózka sama się wzieła, i posłusznie się sama ścięła w połowie, padając na nienaruszony śmietnik pełen worków foliowych, zeszłorocznych liści, papierów, desek i krytej papą chybotliwej sławojki?

Pytanie dwa i pół — zbliżamy się do końca — adresowane do tych, którzy są odporni na dezinformację medialną z gatunku "mocnej narracji, mocnej bo tyle w niej szczegółów". Otóż tor lotu, zrekonstruowany żmudnie przez zespół, przebiega nad drzewami okołolotniskowymi. Jak więc te drzewa się pościnały, skoro żadna latająca kosiarka ich nie przystrzygła? Nie możemy uwierzyć ani na chwilę w tę rekonstrukcję autorstwa Kazimierza Nowaczyka, Michała Jaworskiego, Marka Dąbrowskiego i innych zawodowych lub będących na służbie policyjnej dezinformatorów, albowiem:
a)
Po pierwsze opiera się ona na danych pozyskanych przez NTSB, a ta amerykańska instytucja stwierdziła w raporcie z odczytu danych zajście "katastrofy lotniczej o godzinie 10.56". O wskazaniej godzinie żadna katastrofa nie zaszła — co NTSB nie przeszkadza uważać inaczej, brnąc w kłamstwa dziennikarskie — siać tzw. fakty prasowe. Wspomniany raport siejący ordynarne kłamstwa (tzw. fakty prasowe) jest dostępny na oficjalnej stronie internetowej National Transportation Safety Board (NTSB). Kto mu wierzy, ten zaprzecza wszystkim innym źródłom informacji — musi to więc być jakiś wariat, albo policyjny prowokator. Panowie Kazimierz Nowaczyk, Michał Jaworski, Marek Dąbrowski — pytam was, kim jesteście, i jak wam rozum czy też zdrowie psychiczne dopisuje, że opieracie się, tu wymienieni, na niewątpliwym fałszerstwie?
b)
Po drugie, zakładając poprawność odtworzonej przez zespół trajektorii należy odpowiedzieć na pytanie, jakie wybuchy widzieli i słyszeli opowiadający o nich świadkowie. Zgodnie zeznają oni, że wybuchy były słabe, stłumione. Zupełnie jak te, które słychać przy przycinaniu drzew małymi, umieszczonymi uprzednio na tych drzewach, ładunkami wybuchowymi (odcinanie konarów — czy usuwanie całych drzew — materiałami wybuchowymi to jest znana, standardowa procedura, stosowana przez drwali na całym świecie; a kto ciekawy, ten znajdzie na jutubce odnośne filmy).
c)
Po trzecie — kończąc już — skoro ustalona trajektoria wiodła samolot nad drzewami, to drzewa połamali ludzie znajdujący się na ziemi. Użyli do tego materiałów wybuchowych, maszyn, czegokolwiek. Przygotowali inscenizację, kulisy teatru na wolnym powietrzu, przedstawiającego sztukę dla naiwnych pt. "Wypadek Lotniczy". Taki jest wniosek z poważnego podejścia do przedstawionej przez zespół trajektorii.

Inscenizacja wypadku lotniczego.

Polskiego tupolewa nigdy nie było na Północnym. Nie leciał tam, ani nie lądował. Nie uległ tam wcale wypadkowi. Nie został wcale wysadzony w powietrzu. Wybuchy były, ale na ziemi. Wybuchały ładunki na drzewach i wybuchały ładunki podłożone pod stertami połamanych szczątków. To są wnioski z prac zespołu Macierewicza. Brakuje kilometrowego śladu, jaki zostawia lądujący obok pasa kilkudziesięciotonowy samolot odrzutowy. Jest tylko małe miejsce wysypu szczątków.

Polanka siewiernieńska z nałożoną siatką wymiarową, 11 kwietnia 2010 r.

Inscenizacja wypadku.

Dowód na inscenizację to niefizyczne 120 metrów "dobiegu w śliskim bagnie". Bez leja po pionowym upadku. A więc nie było samolotu, był wysyp szczątków, rozrzucanie ich po pobojowisku wybuchami, maszynami, czymkolwiek.

Dodatkowo:

koniecznie do przerobienia. Proszę Panie Pośle Antoni Macierewicz koniecznie pokazać CERTYFIKAT kogokolwiek z Zespołu Parlamentarnego kto ukończył z wynikiem CELUJACYM szkolenia organizowane prze FAA lub ICEAO szczególnie przez Panów EKSPERTÓW: Biniendę, Szuladzińskiego, Nowaczyka.

@biedronka 22:15

Szanowna Pani:

Piszę o Wszystkich Posłach!
Ale w tym wypadku na Pani odzew zaznaczę wyraźnie i jednoznacznie.

Pozostaje jeszcze jedno zasadnicze PYTANIE:
Czy wyniki prac Zespołu Parlamentarnego ds. Zbadania Przyczyn Katastrofy Smoleńskiej nie powinny być publikowane jako Informacja Jawna BIP na stronie Zespołu w formie nie odpłatnej i dostępne w każdej chwili (czasie) i miejscu na Ziemi.

Chyba Posłowie Zespołu Parlamentarnego ds Zbadania Przyczyn Katastrofy Smoleńskiej mają z czego żyć!

ALBATROS ... Z LOTU PTAKA1001273 | 28.08.2012 22:21

@Albatros ... z lotu ptaka nie muszę nikogo czytać słuchałam wywodu o 'zero prawdopodobieństwa'

przykro mi ale to mi wystarcza -przykro mi ale linków zakończonych na ru nie czytam :).

Akurat pracowałam w naukach doświadczalnych nie na forach jak Pan i wiem jak można używać matematyki a jak nie.
To tyle.
Przykro mi bo to starszy Pan - być może w swojej dziedzinie ma wiedzę ale jako atak na p. Macierewicza ten argument nie przejdzie.

BIEDRONKA013515 | 29.08.2012 10:01

@biedronka - "...jako atak na p. Macierewicza ten argument nie przejdzie." - OUCH!

2 categories of people still deny the obvious,
that Mr. Macierewicz has been generating a lot of smoke instead of "investigation of causes of aircraft accident".
People, employed to yell "ATTACK!" when natural questions rise, and people who have difficulty processing information.

I'd hate to burst "Don't touch A.M.!" bubble, but fact is, any true Investigation involves...actually arriving to crash site...not to mention professional study of it....

Whole conduct and management of investigation, regulatory requirements and qualifications of AIRCRAFT ACCIDENT BOARD OF INQUIRY are outlined by ICAO and NATO.

All information is publicly available.

Please let Public determine whever Mr. Macierewicz or any of Zespol members have necessary qualifications, or if 28-month activity has anything to do with aircraft accident investigation.

COLLECTION OF DATA

Collection of evidence are paramount and actually the AGARD AR-361, discussed the directions and procedures used by various NATO countries in order to collect and interchange data coming from the investigation in order to reach a potential common file.

Information collected and examination of damage should be used for appropiate acquisition of key accident information such, angle of impact, airspeed at impact, attitude at impact, evidence of inflight fire, evidence of ground fire, in-flight structural failure, aircraft configuration and integrity of impact, whether the power plant was producing thrust, if and when ejection or bailout was attempted, phase of flight at impact (recovery, stall, spin, inverted..), evidence of mid-air collision, evidence of fuselage or cockpit intrusion and evidence of inflight incapacitation...

In the case of a mass casualty situation preliminary evaluation of the location and nature of the disaster, number of casualties and availability of resources should be performed in conjunction to careful documentation of injury patterns and accurate identification of data that can be associated to the victim, plus biological sampling for further positive identification procedures.General Aspects in Aircraft Accident Investigation

http://ftp.rta.nato.int/public//PubFullText/RTO/EN/RTO-EN-HFM-113///EN-HFM-113-01.pdf

===============================

There is simple 10-day course (one of many available), with Certificate upon completion, A.M. may find beneficial:

<<< Who Should Attend:<br />
This course is for individuals who may become involved in aircraft accident investigations in any capacity and need to understand basic investigation technology.

This course covers all aspects of investigation from applicable rules and regulations through investigation technology, analysis and reports.

The participant develops an understanding of the entire investigation process and is well prepared to participate in future investigations.

This course is accepted by the Board of Certified Safety Professionals for Continuance of Certification Credit.

SCSI will award 8.0 CEUs to each participant who successfully completes this course.

Course Topics:

International Investigation Procedures (ICAO)

Preparing for Investigation

Safety at the Crash Site

Priorities and Initial Actions

Investigation Techniques for: Engines, Structures, Fire, Aircraft Systems, Instruments, and Recording Devices

Wreckage Recovery and Reconstruction

Photography and Diagrams

Midair Collisions

Interviewing Witnesses

Behavior of Materials

Using the Global Positioning Satellite (GPS) System

Aircraft Performance Factors

Computers and Simulation

Human Factors and Accident Pathology

Analytical Techniques

Reporting Requirements

Construction of Reports

In this course you will become familiar with the regulatory requirements...of ICAO Annex 13 upon which almost all modern individual reporting and investigating requirements are based regardless of nation.

You will learn about how to comply with the operator's responsibilities to preserve evidence and support the investigation.

You will learn how to set up an interim response team that will collect and preserve evidence.

You will learn the process of investigation from initial actions and set up to how to investigate each area of specialty, systems, structures, engines, and operations.

You will be introduced to the areas of aircraft performance and structures that contribute to aircraft accidents and how they can be identified.

You will also learn about specialized areas of investigation such as fire, midair collision, and in-flight explosion.

You will learn how the use of recording devices and simulation have enhanced and improved the process of finding accident causes.

http://www.scsi-inc.com/aai.php
>>>

SEACLUSION01870 | 29.08.2012 17:21

http://www.scsi-inc.com/aai.php

Aircraft Accident Investigation

(AAI)

Course Description

In civil aviation, investigating aircraft accidents is the responsibility of the National Transportation Safety Board (in the United States) or a similar government agency in any country that is a signatory to the ICAO Conventions. Nonetheless, under ICAO Annex 13 and in the US CFR Part 830, every operator of a civil aircraft has certain responsibilities in the event of an accident or incident. These responsibilities include proper reporting, preservation of evidence, and support of the investigation team. In addition, agencies or organizations actively involved in the accident may be invited by the NTSB to participate in the investigation. This would include the operator, airframe and engine manufacturers, and other technical experts. To be qualified to join the investigation, invited participants must have the technical expertise to support the investigation as well as an understanding of the accident investigation process in order to provide accurate and timely support.

These are the regulatory reasons for understanding the aircraft accident investigation process and techniques. There is also another very important reason for understanding accident investigation. The NTSB and the FAA only become involved in those events (accident or incidents) that are reportable under Federal Regulations. But, many events occur that are not reportable which under slightly different circumstances could easily have been an accident and reportable. An effective aviation safety program must be able to identify, investigate, and correct the factors that create near accidents so that a real accident can be prevented.

It is for these two reasons that SCSI has designed and offers this Aircraft Accident Investigation (AAI) course. In this course you will become familiar with the regulatory requirements for investigating and reporting, not only those requirements applicable to the United States, but also those of ICAO Annex 13 upon which almost all modern individual reporting and investigating requirements are based regardless of nation. Once you understand the reporting requirements you will learn about how to comply with the operator's responsibilities to preserve evidence and support the investigation. You will learn how to set up an interim response team that will collect and preserve evidence. You will learn what evidence to preserve and how to preserve it. You will also learn about the hazards at an accident site and how to protect yourself.

You will learn the process of investigation from initial actions and set up to how to investigate each area of specialty, systems, structures, engines, and operations. You will be introduced to the areas of aircraft performance and structures that contribute to aircraft accidents and how they can be identified. You will also learn about specialized areas of investigation such as fire, midair collision, and in-flight explosion. You will learn how the use of recording devices and simulation have enhanced and improved the process of finding accident causes.

Human error is estimated to be a major cause in 85% of all aircraft accidents. You will learn Human Factors to help investigate possible human error. This portion of the course will examine the role of psychological and physiological effects as well as the role of the aero-medical investigator.

It has been said that a picture is worth a thousand words. Accident photography is used to document evidence and to illustrate the investigator's conclusions. There are many choices of media today, both chemical and electronic. In this course you will receive instruction in the use of both chemical and digital photography systems and have hands on experience with digital photography systems using the SCSI crash lab. Although digital cameras will be provided, you may bring your own cameras.

Recent technology advances enable investigators to use the global positioning satellite (GPS) system during aircraft accident investigations. This course will include practical experience in using the GPS system.

This is a hands on course. You will learn by doing: by looking at accident evidence, determining causes, developing findings, and, finally, actually putting together an accident report. You will also review several actual accident reports from various countries. You will learn the strengths and weaknesses of each sample report and thereby be better able to produce a quality report when you participate as part of an investigation board.

The instructors in this course are all experts in their fields, and all have extensive investigation experience. They have taught this course or one similar to it for the former Bureau of Air Safety Investigators of Australia (now part of the ATSB, Australia), as well as to members of the civil aviation and/or investigation authorities of the Philippines, Canada, Singapore, Denmark, the Netherlands, Costa Rica, Taiwan, and attendees from manufacturers, operators, pilot associations, and the defense forces from various countries. When you complete this course you will have the knowledge necessary to actively participate in an aircraft accident investigation and to conduct internal investigations of events for your organizations.

Who Should Attend

This course is for individuals who may become involved in future aircraft accident investigations in any capacity and need to understand basic investigation technology.

How You Will Benefit

This course covers all aspects of investigation from applicable rules and regulations through investigation technology, analysis and reports.
The participant develops an understanding of the entire investigation process and is well prepared to participate in future investigations.
This course is accepted by the Board of Certified Safety Professionals for Continuance of Certification Credit.
SCSI will award 8.0 CEUs to each participant who successfully completes this course.

Course Topics

The Civil Investigation Process (USA)
International Investigation Procedures (ICAO)
Preparing for Investigation
Safety at the Crash Site
Priorities and Initial Actions
Investigation Techniques for: Engines, Structures, Fire, Aircraft Systems, Instruments, and Recording Devices
Wreckage Recovery and Reconstruction
Photography and Diagrams
Midair Collisions
Interviewing Witnesses
Behavior of Materials
Using the Global Positioning Satellite (GPS) System
Aircraft Performance Factors
Computers and Simulation
Human Factors and Accident Pathology
Analytical Techniques
Reporting Requirements
Construction of Reports
Investigation Management.

Crash Lab

SCSI has assembled several exhibits from all over the world to allow our students a practical hands-on approach to investigation training. We routinely set aside dedicated time within the AAI course for a practical application of techniques discussed in the classroom. The AAI course has two full days of crash laboratory investigations beginning with small, general aviation aircraft and progressing in tasks to a complex military jet trainer.

Course Instructors

Rick Anglemyer
Steve Preteska
Dr. John Kennedy
Frank Snapp

Course Administration

Taught at the DoubleTree Hotel on the waterfront in San Pedro, in Southern California, the Aircraft Accident Investigation course consists of 10 training days (80) hours of classroom instruction including hands on lab work at the SCSI Crash Laboratory. Students receive a textbook, lecture outlines, additional reference material and a Certificate of Completion. Classes begin daily at 0800 and end at 4:00 PM on the final Friday. The on-site course coordinator is Denise Davalloo. Denise will be on-site daily during the course to assist in administrative and logistical matters.

Typical Comments from Attendees

"Very good course. Excellent overview of techniques, structures, and human factors.Aero-medical investigation particularly good."
"I was impressed with the amount of knowledge the instructors have.They bring a wealth of experience to the class."

http://www.scsi-inc.com/AAI-certificate.php

Certificate Program in Aircraft Accident Investigation

(AAI)

Focusing on all aspects of investigation

There is an increasing need for well trained and qualified accident investigators throughout the aviation industry. New regulations and challenging accidents have and will continue to increase the demand for qualified, knowledgeable investigators.

Helping to meet the need for trained accident investigators is the purpose of the SCSI Certificate in Aircraft Accident Investigation. This SCSI certificate formally acknowledges that you have received the training and possess the knowledge to succeed in the Aircraft Accident Investigation profession. This SCSI certificate program has been carefully designed by the SCSI instructional staff and covers the core areas of knowledge and training required in accident investigation. You will take classroom courses and spend time in the SCSI crash lab with "hands-on" investigation training as you complete this certificate program.

Participants may earn the SCSI certificate in Aircraft Accident Investigation by completing a series of courses as shown below.

Required Courses

· Aircraft Accident Investigation (AAI). In this course you will become familiar with the regulatory requirements for investigation and reporting, not only those requirements applicable to the United Sates, but also those of ICAO Annex 13 upon which almost all modern individual reporting and investigation requirements are based regardless of nation.

· Human Factors for Accident Investigators (HFAI). This course teaches the required material for investigators to (a) identify the human error issues involved in an accident wherever they occurred (e.g. in the cockpit, ATC, management, maintenance, etc.) and (b) know when and how to call on the required human factors experts for further analysis.

Any 3 electives from this list

· Aircraft Accident Investigation for Media Professionals (AAIMP)

· Aircraft Performance Investigation (API)

· Air Traffic Control Investigation (ATCI)

· Electronic Systems Investigation (ESI)

· Fire and Explosion Investigation (FEI)

· Fixed Wing Accident Investigation and Reporting (FWIR)

· Flight Data Analysis (FDA)

· Flight Reconstruction from GPS Data (GPS)

· Gas Turbine Accident Investigation (GTAI)

· Helicopter Accident Investigation (HAI)

· Investigation Total Immersion (ITI)

· Investigation Management (IM)

· Family Assistance Planning (FAP)

· Aircraft Maintenance Investigation (AMI)

Transfer credit

· Upon approval by SCSI you may transfer in credit for equivalent courses taken elsewhere (See note below)

Once a participant has completed these five courses, SCSI will award the Certificate of Aircraft Accident Investigation which will list the courses completed and acknowledge your achievement.

Note: SCSI will accept equivalent military or commercial courses from another provider on a case by case basis. The SCSI instructional staff will evaluate requests for transfer of credit and a decision will be made by the Dean of Training. SCSI will only recognize courses completed towards the certificate if they were taken within five years of the certificate date. Anyone wishing to apply for such credit should mail proof of completion (certificate or transcript) along with the category or course(s) to be substituted.

http://p.web-album.org/dc/60/dc6089a58014ce10ab6ca843c081f56ba,4,0.jpg

http://www.scsi-inc.com/images/img_0173.jpg

http://www.scsi-inc.com/CAI-certificate.php

Certificate Program in Cabin Accident Investigation

(CAI)

This certificate program is designed specifically for professionals in Aircraft Cabin Safety and Cabin Crew/Flight Attendants who wish to demonstrate a capability in Aircraft Cabin Accident Investigation. This certificate program was announced at the 18th Annual Aircraft Cabin Safety Symposium in February 2001.

Required Courses

· Cabin Accident Investigation (CAI). This course focuses on the aircraft cabin environment and related investigation requirements. Attendees will be presented with information to satisfy the requirements for participation in a major investigation assigned to Cabin Safety and Survivability groups. In addition attendees will become familiar with the design requirements for major transport aircraft with particular focus on survivability considerations. Finally, each attendee will learn the unique requirements for interviewing survivors and completely documenting the cabin for deficiencies, injuries sustained during the aircraft accident, escape from the aircraft, and survivability in the post-crash environment.

Elective courses/credit

Attendance at three International Aircraft Cabin Safety Symposia

Any elective from the list of AAI Certificate electives plus attendance at two International Aircraft Cabin Safety Symposia

Any two electives from the list of AAI Certificate Electives

Recommended electives include: IM, FDA and FAP

Once a participant has completed the required courses and elective courses/credit, SCSI will award the Certificate of Cabin Accident Investigation which will list the courses and credit completed and acknowledge your achievement.

SCSI will review requests to accept equivalent courses from another provider on a case by case basis. The SCSI instructional staff will evaluate requests for transfer of credit and a decision will be made by the Dean of Training. SCSI will only recognize courses completed towards the certificate if they were taken within five years of the certificate award date and judged equivalent. Anyone wishing to apply for such credit should mail proof of completion (certificate or transcript) along with the substitution request.

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Ani Członkowie Komisji Państwowej Jerzego Millera ani Członkowie Zespołu Parlamentarnego d/s Zbadania Przyczyn Katastrofy Smoleńskiej nie przestrzegają żelaznych reguł oceny WYPADKU LOTNICZEGO zgodnie z procedurami ICAO i FAA obowiązującymi w cywilizowanych Świecie.

Prosimy zatem Członków zespołów o okazanie stosownego CERTYFIKATU i zastosowanie nabytej wiedzy w praktyce badawczej. Jest to w przenośni „PRAWO JAZDY” w badaniu przyczyn i okoliczności wypadków lotniczych.

Inaczej mamy do czynienia z KIM???

http://ftp.rta.nato.int/public//PubFullText/RTO/EN/RTO-EN-HFM-113///EN-HFM-113-01.pdf

General Aspects in Aircraft Accident Investigation

LtCol. Dr. Francisco Rios Tejada

Spanish Armed Forces Technical Investigation Board

C.I.M.A. Arturo Soria 82

28027 Madrid.SPAIN

E-mail:frios@saludalia.com

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Dziękuję Blogerce @MMariola i @Amelka222 za niezłomność i inspirację do dalszej pracy:

@Amelka222

Thymós, siła gniewu