This is a bi-monthly newsletter talking about cabin safety issues for corporate aviation. In this issue we talk about Overwater vs Extended Overwater Briefings, Blogger Betsy talk about Feeling of Spring, Federal Air Surgeon talks about Rhabdomyolysis and much more
Corporate Flight Attendant News E-Letter 1 Volume 5, Issue 3 Corporate Flight Attendant News E-Letter Educating the community one news issue at a time. Volume 5, Issue 3 APRIL 2010 ISSN 1932-4464 Our mission is to inform our loyal readers on today‘s issues that shape the corporate flight attendant. Customer satisfaction is our focus in our ongoing quest to exceed the goals for market, professional and personal growth. Each electronic publication is free to corporate flight attendants and aviation personnel throughout the world. Feeling of Spring in the Air! Page 4 Rhabdomyolysis Page 5 HOT AND CRUNCHY MIX WITH CHICKEN TENDERS Page 9 “Overwater vs Extended Overwater Briefings” Randall B. Wood Inflight Training Solutions, Inc. [email protected]Like we don’t’ have enough confusion in the aviation community and then a title such as this? What is the difference between overwater and extended overwater and how does it affect my job as a flight attendant? Let’s ‘jump’ into it! Your passenger briefings needed under both Part 91 and Part 135 operations have requirements to brief your passengers for several items; one of which is floatation equipment. With regard to that equipment, confusion starts. Ensuring that your passengers are familiar with the location and function of the floatation equipment seems pretty straight forward until you tie the regulations together as it deals with what floatation equipment is required for a particular flight. If you were, for example, flying a trip from Teterboro, NJ to Van Nuys, Ca and assuming that you passed geography in high school, you would think that a briefing to include the floatation equipment on board your aircraft would not be required. You would be correct. If however, you were flying from the east coast to the west coast, say from Boston, Ma to Los Angeles, Ca. you would think that a review of your overwater equipment would be required. The difference is obvious; the airports are close to the water and the flight paths to and from both require periods of time overwater. However, the briefing of overwater floatation equipment would STILL not be required (unless by the particular operator). Arrgh! More on this later. HISTORY LESSON: A lot of airports are built near water. Why? History can help us here. Many airports have history as former military airports. Obviously in earlier times, security could be increased using water as a boundary around the airport. Almost like a moat around a castle. Given that airports must have relative flat terrain, placing an airport close to the water in low lying areas also made sense. Having an airport near the water added a weather issue since water affects weather differently than over land masses but none-the-less, a lot of airports are near large water masses to include oceans, lakes and rivers. Knowing whether a particular flight path will encompass overwater operations is still a key and something from an emergency standpoint is crucial. CONFUSION FACTOR: So leaving Boston, Ma with its airport jutting out into portions of the Atlantic Ocean seems quite clear that I, as a Flight Attendant, would give an overwater briefing of the floatation equipment. Well, what about Philadelphia, Pa.? The airport resides on a large river and of course at some point the flight path of your aircraft could and most likely would fly over that water. How about downtown Kansas City airport…an airport in the middle of Kansas and very continue on page 3 § 91.519 .5 Passenger briefing - Ditching procedures and the use of flotation equipment required under §91.509 for a flight over water; and... § 135.117 .6 Briefing of passengers before flight - If the flight involves extended overwater operation, ditching procedures and the use of required flotation equipment;... “Overwater vs Extended Overwater Briefings” Editorial Page 13
Our mission is to inform our loyal readers on today‘s issues that shape the corporate f l ight attendant. Customer satisfaction is our focus in our ongoing quest to exceed the goals for market, professional and personal growth. Each electronic publication is free to corporate flight attendants and aviation personnel throughout the world.
Feeling of Spring in the Air!Page 4
RhabdomyolysisPage 5
HOT AND CRUNCHY MIX WITH CHICKEN TENDERS
Page 9
“Overwater vs Extended Overwater Briefings”Randall B. Wood
Like we don’t’ have enough confusion in the aviation community and then a title such as this? What is the difference between overwater and extended overwater and how does it affect my job as a flight attendant? Let’s ‘jump’ into it!
Your passenger briefings needed under both Part 91 and Part 135 operations have requirements to brief your passengers for several items; one of which is floatation equipment. With regard to that equipment, confusion starts. Ensuring that your passengers are familiar with the location and function of the floatation equipment seems pretty straight forward until you tie the regulations together as it deals with what floatation equipment is required for a particular flight. If you were, for example, flying a trip from Teterboro, NJ to Van Nuys, Ca and assuming that you passed geography in high school, you would think that a briefing to include the floatation equipment on board your aircraft would not be required. You would be correct. If however, you were flying from the east coast to the west coast, say from Boston, Ma to Los Angeles, Ca. you would think that a review of your overwater equipment would be required. The difference is obvious; the airports are close to the water and the flight paths to and from both require periods of time overwater. However, the briefing of overwater floatation equipment would STILL not be required (unless by the particular operator). Arrgh! More on this later.
HISTORY LESSON: A lot of airports are built near water. Why? History can help us here. Many airports have history as former military airports. Obviously in earlier times, security could be increased using water as a boundary around the airport. Almost like a moat around a castle. Given that airports must have relative flat terrain, placing an airport close to the water in low lying areas also made sense. Having an airport near the water added a weather issue since water affects weather differently than over land masses but none-the-less, a lot of airports are near large water masses to include oceans, lakes and rivers. Knowing whether a particular flight path will encompass overwater operations is still a key and something from an emergency standpoint is crucial.
CONFUSION FACTOR: So leaving Boston, Ma with its airport jutting out into portions of the Atlantic Ocean seems quite clear that I, as a Flight Attendant, would give an overwater briefing of the floatation equipment. Well, what about Philadelphia, Pa.? The airport resides on a large river and of course at some point the flight path of your aircraft could and most likely would fly over that water. How about downtown Kansas City airport…an airport in the middle of Kansas and very continue on page 3
§ 91.519.5 Passenger briefing - Ditching procedures and the use of flotation equipment required under §91.509 for a flight over
water; and...
§ 135.117.6 Briefing of passengers before flight - If the flight involves extended overwater operation, ditching procedures and
close to the city? Once again, the airport is right on a river and once again your flight path will certainly either approach or depart over that water. The key here is an acceptance that floatation equipment…at least the life vests should be included in every passenger briefing. Even though the regulation doesn’t mandate it, it only seems prudent to incorporate any potential survival equipment. Once that acceptance has been made and a habit formed you are ensured coverage and potential regulation compliance when your briefing is complete. I would highly recommend this for every flight. Added to this is that aircraft accidents happen most often near an airport with many of them on the airport property, the likelihood that something bad happen with water being a factor, as we discussed above, is high. Just put that life vest into your briefing every time to be sure. The equipment is there, brief it.
CONFUSION FACTOR NUMBER TWO: So what about life rafts? When do I incorporate that portion into my passenger briefing? Do I need that every time as well? Not according to the regulations however some flight departments have a policy to do so for the same reasons that we outlined above. The regulation we are discussing here deals with the definition of extended overwater. This regulation can be quite confusing….like most of them, very overwhelming. Depending on whether your operation is under Part 91 or Part 135 (Corporate vs Charter) can dictate the difference however FAA Inspectors interpret this differently as well. The regulation regarding Part 91 operations states that if the flight is ‘over water’ the floatation equipment will be briefed. That requirement kicks in when the flight path is more than 50 miles from shore for Part 91 and 100 miles from shore if 135. Yes, there are other elements incorporated in this regulation but let’s at least try to simplify it for the types of jets that I as a Flight Attendant would fly. Part 91 addresses the briefing requirement for all floatation equipment beyond 50 miles and Part 135 addresses it for extended overwater operations only. Wow, can it get worse? Yep! If you are operating under Part 135, there is an industry interpretation that you must also comply with Part 91….you get both! Nice Mr. FAA! What now? The secret, in my opinion, has already been stated. If the equipment is there, brief it. For example, we all watched the reenactment of US Airways, Flight #1549 when it ditched into the Hudson River. I know that flight was under yet another set of rules, that being Part 121, but let’s put that same scenario to our operations. Under Part 135 and unless that life rafts were a permanent
emergency floatation equipment, a life raft would not have been required for our type of operations. Also depending on
whether you were Part 91 or Part 135, you would not have needed to address floatation equipment in your passenger briefing. We all saw the floatation equipment utilized; both vests and the floating escape slides.
WHAT TO DO: Common sense would dictate that if the airplane that I am flying today has a certain floatation equipment on board, I should incorporate it in my passenger briefing. It would at the minimum make sense to address the location of everything and that the instructions for their use are on the vest and raft respectively. Many times rafts and sometimes life vests are removed because of recertification requirements and the interpretation that this equipment is not needed for ‘non over water flight.’ You would notice this in your emergency equipment preflight. If there are any questions with the requirement of floatation equipment in your passenger briefing, it should be discussed with your Captain before flight.
• Emergency Crewmember Training • Initial/Recurrent Flight Attendant
I could be blindfolded and in a self induced coma, I KNOW it is Spring. It is a feeling of thaw, hope, better backdrops and enhanced senses. Spring never changes for me. It means garden shops, golden retrievers, salt air, seagulls, new furniture, tag sales, big pot of fresh gazpacho and guacamole, bird feeders,
staring at the sun incredulously and no jackets or shoes.
I change up my aircraft catering due to spring, kind of lightening up the caloric intake for innocent parties involved. I am loving the arugula, mandarin oranges, grilled grapefruit and avocado, mangos, fresh shrimp marinated in cilantro, pineapple soaked in rum for island trips, 20 types of grilled tuna steaks, innovative potato salads, watermelon with a lite balsamic glaze, cold soups(strawberry pepper,) sushi, white asparagus, blueberries in salads, fresh crusty baguettes, blackberries with spring custard, green tea smoothies with cantaloupe,chopped salads, with 6 types of lettuce , bok choy, and black beans, peach salsa, pork tenderloin with caramelized brie, lemon ricotta pancakes with honey, warm pizzettes with BBQ chicken, goat cheese and Vidalia Onion, or with blackened warm tenderloin and chorizo, with gorgonzola on pita, are you hungry right now? I know I am.
I also have to renovate my mind and body. The unibrow usually gets taken care of 1 weeks prior to March 21st, and I actually get on the scale I day per year, and decide my no carb fate for the next 6 weeks. It can be an ugly business. I am 10 lb... more than last year, due to weight training, yoga, kickboxing and running, but as always. I could use tuneup.
Betsy is our featured blogger and she writes on issues of a flight attendant working the line. You can read her blog at http://www.corporatefainsider.com/BlogRetrieve.aspx?BlogID=564
HISTORYIN JANUARY of 2008, a 39-year-old male, Airline Transport Pilot presented to his primary care physician complaining of fatigue. The pilot revealed a decreased energy level, despite adequate sleep and nutrition, that had progressively worsened over the past 2 months. Upon further questioning, the pilot endorsed some episodes of nausea, as well as headaches that were temporally related to each other but not related to other activities, time of day, or meals. There was no history of hospital stays, emergency room visits, other illness, or health changes. The pilot stated he felt “in the best shape ever” and didn’t understand why his energy levels had decreased over the past several months, given his “intense training regimen” for an upcoming triathlon. The physical exam was unremarkable.
The physician ordered a standard laboratory panel for fatigue, to include complete blood count (CBC), comprehensive metabolic panel (CMP), thyroid functions tests (TFT), iron studies, erythrocyte sedimentation rate (ESR), liver function tests (LFT), and C-reactive protein (CRP). Pending lab results, the patient was diagnosed with generalized fatigue, not otherwise specified, and instructed to get more rest, decrease his physical activity to allow for nervous system rest and recuperation, and to begin taking a multivitamin.
Laboratory results were remarkable for a hematocrit of 55%, blood urea nitrogen of 12.1, creatine level of 2.6, plasma sodium of 147, and moderate increases in both ESR and CRP levels. The pilot was contacted and urged to return to the hospital for admission and treatment of acute renal failure.
Further inquiry revealed that the pilot had been training for a triathlon swimming event in a local lake because he preferred swimming “out and back,” instead of “a million laps” at an indoor pool. The average temperature of this lake during January was 54°C. The pilot admitted having muscular soreness for approximately 5-6 days following training sessions. This prompted the physician to order fractioned serum creatine phosphokinase levels, which came back at >9000 units. The patient was further diagnosed with rhabdomyolysis and dehydration, both causal factors for renal failure.
He continued treatment with intravenous fluid replacement therapy, alkalinization of urine with bicarbonate, and furosemide, to ensure adequate urine production. He did not require hemodialysis, and compartment pressures were within normal limits. After correction of his acute electrolyte and metabolic abnormalities, the patient was instructed to decrease his extensive physical activity, especially in very cold water, maintain adequate hydration, continue on page 10
RhabdomyolysisRhabdomyolysis is a syndrome characterized by muscle necrosis and the release of intracellular muscle constituents into the circulation. The disease process can range from asymptomatic, mild enzyme elevations to life-threatening cases involving cardiac arrhythmias, acute renal failure, and death (2). Rhabdomyolysis is a rare condition in the general population. Many authors contend, however, that it is highly underreported because of a lack of symptoms or the presence of mild, vague symptoms with less severe cases. Olerud et al. found that during the early training phase, 40% of 337 military recruits had myoglobin in their urine, which is direct evidence of rhabdomyolysis (5). Despite these laboratory values, a majority of these recruits did not seek medical care and those that did complained mostly of diffuse muscle soreness, not uncommon in any form of extreme exertion. The classic presentation of rhabdomyolysis includes myalgias and myoglobinuria, causing reddish to brown urine, and elevated serum muscle enzymes. Diagnosis is based upon fractionated serum skeletal muscle creatine kinase levels, which may exceed 100,000 IU/L, and appropriate clinically correlated history (2, 3). While no specific cut-off for creatine kinase level is used to diagnose rhabdomyolysis, a serum level 5 times greater than baseline is the generally accepted level (3).
Germane to the aviation environment is that rhabdomyolysis affects patients with a 3:1 male-to-female preponderance and is exacerbated by extreme heat and load-bearing activity, both of which persist as constant environmental hazards in aviation (7). Additional predisposing conditions and causal factors include protracted unconsciousness, resulting in prolonged dorsal muscle compression, struggling against restraints, episodes of near-drowning, burns, sepsis, torture, high-voltage electrical injuries, compartment syndrome, hyperthermia, hypothermia (including prolonged cold water immersion despite activity level), prolonged tourniquet application, seizures, sporadic extreme physical exertion (i.e., ultra-marathoners), dehydration, inappropriate nutritional supplement use, and pre-existing electrolyte abnormalities (1, 2).
Prognosis is generally positive, provided a pre-existing and correctable deficiency or action that caused the episode is identified and provided that the case does not progress to acute renal failure requiring hemodialysis. However, concern is advised that multiple sub-clinical episodes of rhabdomyolysis and acute renal insufficiency may predispose patients to early-onset chronic renal failure later in life (4). Finally, while any single predisposing or contributing factor may not lead to rhabdomyolysis by itself, these factors are not only additive but synergistic, greatly increasing risk when factors are grouped.
RhabdomyolysisCase Report, by CPT Jon R. Gray, MD, MPH, FS
The aviation environment presents several unique occupational hazards to aviators: increased ambient temperature, load-bearing activity, and dehydration. When coupled with certain personal habits and behaviors such as extreme physical activity, the occurrence of muscle breakdown and rhabdomyolysis increases dramatically. While most cases of rhabdomyolysis are sub-clinical and merely result in renal insufficiency, repeated episodes over many years increase the incidence of
Would you leave them hanging? No! Well, of course not! On the other hand, what if you are disabled and incapable to protect your passengers' safety? Be honest! On a scale of one to ten, ten being "emergency trained and ready," rate how well your passengers are equipped to survive an aircraft crisis or emergency without you? Your (honest) answer may be disturbing, especially if and when your passengers may need to rescue you in an accident!
So, what to do? Here's just the ticket! Dr. Beau Altman and his Advisors have developed an in-house safety instruction tool kit for you to be proactive in meeting government regulations and IS-BAO best practices for passenger preflight safety briefings.
EASI®-2 Tool Kit (Executive Aviation Safety Instruction). The program empowers your passengers with the ability to handle crises and emergencies. The program is versatile; it can be conducted in your hangar, your schedule and your passengers’ availability. It is customized to your unique flight operation. It is an affordable on-your-shelf program. No outside instructor required.
The EASI®-2 Tool Kit contains instructional tools for an in-house passenger safety instruction program conducted by a member of your flight department. Factual information, provided in the instructor guidebook, is presented in seven PowerPoint modules. The kit also contains reproducible participant course books, handout materials, certificates of partic-ipation, and flight department documentation. Startup mentoring is provided by an HBAcorp instructor/consultant. The curriculum incorporates accident/incident review, human factors and survival factors, situational awareness and crisis stress management, emergency equipment familiarization and CPRM (Crew/Passenger Resource Management) on safety procedures for your company aircraft. Hands-on-the-airplane exercises as well as table-top simulations are included.
Safety is no accident! You can make the difference, it’s EASI®-2
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seeds, cornflakes, sugar, chile flakes and salt into a food processor and pulse lightly until combined and coarsely chopped. Transfer to a large, flat pan.
2. In a separate bowl, whisk eggs and milk.
3. Bread chicken tenders in flour, then egg/milk mixture, then breading. Shake off excess breading.
4. In a large, heavy sauté pan, heat oil to 325 degrees F. Sauté chicken for 3 to 4 minutes on each side. Reserve in a warm oven until needed.
5. Insert a warm flour tortilla into an 8- or 10-ounce paper cone, followed by chicken tender, mango-jalapeño slaw and ancho sauce and serve.
1. Combine all ingredients and reserve, refrigerated.
Notes: Slaw should be very wet.
Ancho sauce: 2 C
Ingredients: Ancho pepper purée (see note) 1/2 C
Lemons, juice of 2 eachGarlic cloves 6 eachShallots 2 eachMayonnaise 2 CDark brown sugar 2 TBSRice wine vinegar 2 TBSSalt as neededInstructions:
1. In a blender, combine all ingredients until smooth. Pass sauce through fine mesh strainer and refrigerate.
Notes:To make ancho pepper purée, soak anchos in hot water for 30 minutes, drain and purée. Other medium hot chilies (chipotle, cascabel, etc.) may be substituted.
and to ensure proper caloric intake during times of extreme physical activity.
AEROMEDICAL CONCERNSPresent in the aviation environment are many predisposing factors and conditions that contribute to rhabdomyolysis. When combined with an extensive physical training program, the occurrence of both subclinical and frank rhabdomyolysis should be a major concern. Without habit or lifestyle modification, even cases that do not progress to full renal failure provide a lifetime of repeated asymptomatic insults to the kidney, drastically increasing the risk of long-term renal complications earlier than would otherwise be expected (4). During flight, symptoms stemming from acute renal failure and rhabdomyolysis create a substantial risk because of the pilot’s inability to effectively aviate and communicate. These symptoms include, but are not limited to, fatigue, nausea, vomiting, edema, extreme thirst, tachycardia, dizziness, confusion, anxiety, restlessness, CVA tenderness, numbness and tingling of digits, loss of motor control, generalized weakness, and diffuse muscular pain (2).
This pilot was faced with the common aviation hazards of increased ambient temperature and intentional dehydration prior to flight to avoid having to urinate during his aviation duties. Additionally, he was an extreme athlete whose intensive training regimen caused multiple episodes of muscular breakdown. Furthermore, the component of protracted submersion in water with temperatures below 60°C further increased his risk of rhabdomyolysis (1). The lack of a temporal relationship between vague symptoms of acute kidney failure and rhabdomyolysis in a hard-training athlete poses further hazard to duties involving flight. As evidenced by this case, muscle soreness (following exertion), headaches, nausea, and fatigue are indistinct and may be dismissed as a mild viral illness, simple dehydration, or delayed-onset muscle soreness as a result of intense physical training. Less likely, but relevant to aviation, is that progression of acute renal failure, development of compartment syndrome, or other complications of rhabdomyolysis present immediate danger in flight due to the possibility of sudden incapacitation (6).
OUTCOMEFollowing resolution of his immediate electrolyte and metabolic abnormalities, the patient was discharged and counseled extensively on reducing the intensity and duration of his training program, moving any swimming exercises indoors or restricting them to warmer months, maintaining adequate hydration and caloric intake, and avoiding excessive caffeine consumption. On follow up, the patient was symptom-free, and his laboratory results revealed complete resolution of his kidney failure, with no evidence of residual renal damage. The pseudohypernatremia, increased hematocrit, and inflammatory markers had also corrected and were within normal limits.
The pilot was initially denied medical certification after the acute episode of renal failure and rhabdomyolysis. After remaining asymptomatic for 6 months and getting documentation of normalized lab results, he applied for reconsideration of his medical denial. The case was deferred
by the aviation medical examiner to the FAA Aerospace Medical Certification Division. They determined that the applicant was currently in accordance with FAA medical standards and granted him a first-class medical certificate.
REFERENCES1. Aslam AF, Aslam AK, Vasavada BC, Khan IA.
Hypothermia: Evaluation, electrocardiographic manifestations,and management. Am J Med Apr 2006; 119(4): 297-301.
2. Gabow PA, Kaehny WD, Kelleher SP. The spectrum of rhabdomyolysis. Medicine (Baltimore), May 1982; 61(3): 141-52.
3. Lappalainen H, Tiula E, Uotila L. Elimination kinetics of myoglobin and creatine kinase in rhabdomyolysis: Implications for follow-up. Crit Care Med Oct 2002; 30(10): 2212-5.
4. Levey AS. Nondiabetic kidney disease NEJ Med Nov 2002, 347: 1505.
5. Olerud JE, et al. Incidence of acute exertional rhabdomyolysis. Serum myoglobin and enzyme levels as indicators of muscle injury. Arch Inter Med 1976; 136: 692-7.
6. Ward MM. Factors predictive of acute renal failure in rhabdomyolysis. Arch Inter Med 1988; 148: 1563-7.
7. Watson DB, Gray GW, Doucet JJ. Exercise rhabdomyolysis in military aircrew: Two cases and a review of aeromedical disposition. Aviat Space Environ Med 2000; 71(11): 1137-41.
ABOUT THE AUTHORCaptain Jon Gray is a U.S. Army Resident in Aerospace Medicine serving at the Naval Aerospace Medicine Institute, Naval Air Station Pensacola, Fla. He authored this case report while training at the Civil Aerospace Medicine Institute.
This article was first printed in the DOT Federal Aviation Administration Federal Air Surgeon’s Medical Bulletin dated Vol. 47, No. 2, 2009-2
Federal Air Surgeonʼs
Medical BulletinAviation Safety Through Aerospace MedicineFor FAA Aviation Medical Examiners, Office of
Aerospace Medicine Personnel, Flight Standards Inspectors, and Other Aviation Professionals.
Well, April’s issue is a few days behind schedule but I have a good reason for the delay. I have been working on many projects to help my community.
As you know I am on the NBAA Flight Attendants Committee. During this time of the year the full committee is in full swing planning the next flight attendant conference. This year is the 15th Annual NBAA Flight Attendants/Technicians Conference celebrating “Fifteen Years of Safety, Service and a Commitment to Excellence”. It is June 24-26, 2010 ~ in San Diego, CA at the Sheraton San Diego Hotel & Marina.
In addition to helping plan the conference, I am the NBAA Flight Attendants Scholarship Committee Chair. This is the time when the Scholarship Committee is works on scoring scholarships from the many applicants that downloaded the information from www.nbaa.org/prodev/scholarships/fltatt. This year we are handing out 40 scholarships valued over $50,000.
Also, I am working with my local business aviation association in helping them start the process of becoming a 501(c)(3) tax exempt organization. I am assisting the board of directors of the Miss Florida Scholarship Pageant with building their newsletter as well as being involved in other tasks and events for them.
I have been working as a house manager / personal assistant for a family in Florida while the flying is slow. I enjoy this because……
I am interested how you are juggling finances or expenses during this slow period, or are you busy? Please submit your story to [email protected].
Until next time, safe travels!
Daniel
ENROLL IN CORPORATE FLIGHT ATTENDANT TRAINING BEFORE THE NBAA FLIGHT
ATTENDANT CONFERENCE
One must be prepared and have a thorough understanding of what this industry is all about. You must understand the job / role of being a business aviation flight attendant. It is for this reason we are conducting our annual pre-conference training in Long Beach, California on June 19-22, 2010 right before this special event. You now have the opportunity to attend Corporate Flight Attendant Training before the conference. You can leave Long Beach and go to the San Diego conference with vast knowledge of this industry, the responsibilities of a Part 91/135 Corporate Flight Attendant, and be ready to start working.
For new people who wish to break into our industry, this is a fabulous way to get a thorough education and go to the conference speaking the language and having the knowledge necessary to be a corporate flight attendant. You will leave our training empowered and ready to network.
We also have training scheduled in Teterboro, New Jersey at FlightSafety International, April 29 thru May 2, 2010. There are 2 spaces left.
June 19 thru 22, 2010, Long Beach, California. FlightSafety International. There are 3 spaces left.
Attend This Training & Leave As An Educated & Empowered Candidate for Employment!
At Corporate Flight Attendant Training our three favorite quotes are:
"You don't know what you don't know." "You simply do not get a second chance to make a
great first impression." "You are a paid guest on the aircraft."
Tuition for the California training must be paid in full 4 weeks prior to the training class date.
Training Tuition: $3,800.00 (40 Hours)
Susan C. Friedenberg – President & CEO Corporate Flight Attendant Training & Consulting Services Philadelphia, PA 19106 USA Telephone # 215.625.4811 [email protected] www.CorporateFlightAttendantTraining.com www.CorporateFlightAttendantTraining.com
1. To prepare sauce, combine first 8 ingredients in a bowl. Cover and chill.
2. To prepare fish, combine paprika and next 7 ingredients (through red pepper). Sprinkle fish evenly with seasoning mixture. Heat oil in a large nonstick skillet over medium-high heat. Add fish to pan; sauté 4 minutes on each side or until fish flakes easily when tested with a fork or until desired degree of doneness. Serve with sauce.
