FAA proposes draft B-737 Max Training only for US carriers & registered aircraft only

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The FAA has released a flight standardisation boardreport relating to B-737 Max pilot training. Soon after, an addendum was issued too. While FAA has clearly stated that the training required in the FSB is mandated for US air carriers & US registered aircrafts, other aviation authorities must take their own action for the return of the B-737 Max.Question, will the Indian regulator follow a systematic process of change management and not be rushed into the re-entry process? Will the FSB report adopted in toto and will the regulators draft training requirements be put out for public comments?
The key highlights are quoted below from the FAA website as of 7th Oct 2020:While this is an important step, several key milestones remain:Final Design Documentation and Technical Advisory Board (TAB) Report – The FAA will review Boeing’s final design documentation to evaluate compliance with all FAA regulations. The multi-agency TAB will also review the final Boeing submission and issue a f…

Etihad incident at Calicut,June'19, highlighted airport infrastructure issues. This could have been the wakeup call!

Etihad A320 Incident
Etihad June 2019


Two incidents that could have saved the Air India Express accident at Khozikode. Unfortunately, no one acted on the concerns raised by the GCAA investigators. Isn't it criminal negligence?

Synopsis

First SpiceJet Q400 runway excursion in rain, August 2017 and now on 20June2019, an Etihad Airways, Airbus A320-232, registrationA6-EIT, operated a scheduled passenger flight EY250, from Abu Dhabi International Airport, the United Arab Emirates,to Calicut International Airport, India

During the ILS approach to runway 28, the flight crew initiated a go-around due to heavy rain over the runway as reported by air traffic control (ATC). Approximately 16 minutes later, the flight crew initiated a second instrument landing system(ILS)approach to runway 28. 

On landing, the Aircraft touched down to the right of the runway centerline, and the right main landing gear then struck five runway edge lights. The Commander was able to steer the Aircraft to the centerline and continue the landing roll uneventfully.

Following the Incident, the Operator highlighted its concern to Calicut Airport Authority regarding the airport infrastructure limitations,which were identified as contributory to the Incident based on Operator’s internal review.

SpiceJet
SpiceJet Aug 2017

Read the final report here 

 


 Excerpts of the Etihad Final Report

Instrument Landing System under question

The ILS at Kozhikode (Calicut) is known to the operators to give incorrect guidance during the approach. Therefore Etihad has a caution for pilots in their route guides.

Finding: There was a perturbation in the glide slope and localizer signals during both approaches at lower altitude, below 460 feet AAL.

Implication: The autopilot will chase the erroneous signals thereby destabilising the approach at a critical height. During low visibility at night and heavy rain, the workload of the pilot would increase exponentially. 

Finding: There was standing water on the runway during landing. 

Implication: The braking action would be poor and the pilot would become aware only after touchdown when it is too late to go-around.

 

Wind information
Head Wind turning to Tail Wind before landing
 

Wind information: As the Aircraft descended below170 feet AAL, the recorded wind information could be used to determine a trend.The wind trend information gave an indication that the headwind had changed to a slight tailwind. 

Implication: The tail wind will increase the distance required to stop the aircraft after landing. The standing water on the runway would further deteriorate the braking action.

Runway centerline lightsThe lack of runway centerline lighting

Implication: The DGCA regulations mandate installation of runway centerline lights at Kozhikode. The same was pointed out in the surveillance report but for reasons best known to the regulator,not complied with. A similar incident/accident at Cochin made the safety recommendation of installing runway centerline lights to enhance safety.

Read my earlier post on RESA at Kozhikode

 

 

Comments

  1. Yes all true. Also, I don't remember any touchdown zone lights at Calicut. You cannot assess that you are landing deep, and take early corrective action.

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  3. Airlines also need to do risk assessment of such runways. With so many negatives had they simply forbidden tailwind landings in rain the accident may not have happened. Express has very poor record. They had a fatal at Mangalore on 22/06/2010 , four days later on 24 June they would crashed in Arabian sea with clear skies if the front toilet wasn't occupied. The copilot wasn't able to reengage the tripped AP. Luckily captain came back and pulled the aircraft out of .9M dive. One year later another captain wanted to repeat Mangalore but copilot overpowered him. They have had excursions during taxi, takeoff and they have taken off through the wall at Trichi and merrily cruised at 37000ft as if nothing has happened till called back. It's simply criminal.

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