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Showing posts with the label Accident

Standards for passenger evacuation from aircraft not upated finds USA audit.

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The current standard is to demonstrate that the aircraft can be evacuated by all passengers in 90 seconds using half the exits. There have been increasing number of evacuations where it has been observed that the pasengers were carrying their personal belogings or delaying the evacuation to collect their belongings.The test scenario is conducted with motivated volunteers who have been briefed on the scenario. However a real evacuation with changing passenger profile will present different challenges.FAA largely updates its evacuation standards only after accidents, and its last update that was based on an accident occurred in 1991. FAA also has not conducted sufficient research on passenger behaviors and seat dimensions to determine how they affect evacuation standards. Furthermore, FAA does not collect comprehensive data from evacuations or data from aircraft model certifications to identify emerging risks and needs for regulation updates.Read the full report here FAA’s Process for U…

Standards for passenger evacuation from aircraft not upated finds USA audit.

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The current standard is to demonstrate that the aircraft can be evacuated by all passengers in 90 seconds using half the exits. There have been increasing number of evacuations where it has been observed that the pasengers were carrying their personal belogings or delaying the evacuation to collect their belongings.The test scenario is conducted with motivated volunteers who have been briefed on the scenario. However a real evacuation with changing passenger profile will present different challenges.FAA largely updates its evacuation standards only after accidents, and its last update that was based on an accident occurred in 1991. FAA also has not conducted sufficient research on passenger behaviors and seat dimensions to determine how they affect evacuation standards. Furthermore, FAA does not collect comprehensive data from evacuations or data from aircraft model certifications to identify emerging risks and needs for regulation updates.Read the full report here FAA’s Process for U…

Boeing's reluctance to admit mistake & Indian Aviation master's perpetual state of denial makes two to tango, will the B-737Maxreturn?

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Well begun but safety agenda got pushed behind
William Boeing established his company, he went to his airplane factory housed at the Duwamish shipyard in Seattle and began to step all over improperly sawed “spruce ribs” until they broke. He used these wooden boards to build his new airplanes. The point, as relayed from his official Boeing biography, was that he was a perfectionist and demanded that his products be of the highest quality and safe.Unfortunately the philosophy was dissolved by those who took over the reigns of the company and instead of safety, production and profits became the driving force. Boeing has had a history of known design defects beginning with the B-737 Rudder problems, B-747 Centre Tank Wiring issues, B-787 Battery problem and finally the B-737Max MCAS.Attitude issueIndian aviation has faced their share of ups and downs. Unfortunately the masters who run the show do not defer or consult experts in the respective fields before taking decisions but rely on lobb…

Indian aviation's startling disclosure, upto 80% incidents due engineering/technical issues

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Facts as told by the Government!
Indian aviation has witnessed an increase in number of incidents in the past few years and so has the traffic increased. The surprising revelation is that the 70-80% of the incidents are attributable to Engineering and Technical issues including component failure.15-20% Operational issues and 5-10% Human error.
(Source Lok Sabha Question Answer 2020).The statement above shows that Human Factors is NOT understood by the policymakers and the people responsible for safety. The terms remains buried in text waiting to be understood.
Globally, accident numbers have dropped significantly with the introduction of the Generation 4 aircraft types. Statistics over the life of each generation of jet show a significant improvement in the level of safety since the introduction of third generation aircraft and the latest fourth generation. Introducing TAWS technology with the third generation aircraft saw a huge reduction in the number of CFIT fatal accidents when comp…

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

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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?
SynopsisFirst 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 u…

In Public's Interest, Govt. must release Air India Express accident preliminary report

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The public has an overarching interest in safety data or safety information(ICAO). The Air India Express aircraft VT-AXH accident at Kozhikode was unfortunate and a matter of public concern. The regulator made a public statement that in a few weeks, information on the circumstances leading to the accident would be released. It is over 30 days and the public is still being kept in the dark. The reason this routine information is being withheld by the investigating authorities is quite intriguing since transparency promotes safety culture and awareness of the threats. Is it their lack of understanding of the investigation concepts or the usual posturing on the high horse?The regulation does not mandate the release of the preliminary report but at the same time does not restrict or recommend withholding the report from public disclosure.
Objective of InvestigationThe sole objective of an International Civil Aviation Organisation (ICAO) Annex 13 investigation is to generate saf…

Calicut crash evidence tampered, damaged. Need for a judicial probe

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The Aircraft Accident Investigation Bureau has failed in its primary duty that of securing the accident site. Not only has the site been contaminated but key evidence has been destroyed and stolen. Video recorded by media channels clearly shows how the aircraft cockpit was rummaged and desecrated by groups of people looking for something in specific. It just might be a key evidence in the accident investigation. A judicial probe must be initiated to carry out a fair and unbiased investigation. The letter written to the Secretary Civil Aviation reads as follows. First Video: The video link shows the destruction of evidence  Second video:


The Secretary,
Ministry of Civil Aviation,
New Delhi, India
Dear Sir,
This is with reference to the Air India Express aircraft VT-AXH accident on 7th August 2020 at Kozhikode. This is also with reference to the emails sent to your office on 17th August 2020, 18th May 2020, 03 July 2020 & 13th August 2020 with the subject "Reinvestigation of Ghatkopar…

Fact Checked: ICAO mandates arresting systems on runways like Kozhikode, why was it not complied with?

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ICAO has defined Runway End Safety Area (RESA) in Annex-14 as a standard that must be complied with. An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway. 3.5.1 A runway end safety area shall be provided at each end of a runway strip where:
— the code number is 3 or 4; and
— the code number is 1 or 2 and the runway is an instrument one.

10.2 Where provision of a runway end safety area would be particularly prohibitive to implement, consideration would have to be given to reducing some of the declared distances of the runway for the provision of a runway end safety area and installation of an arresting system.
10.3 Research programmes, as well as evaluation of actual aircraft overruns into arresting systems, have demonstrated that the performance of some arresting systems can be predictable and effective in arresting aircraft overruns.
While it is a…

Kozhikode airport a violation of ICAO Annex 19. Why policy makers time & again prove ignorance of safety management

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Both these airports meet the minimum ICAO standards. ICAO also calls for a Safety Management System to comply with ICAO Annex-19. Every situation or a combination cannot be foreseen by ICAO. This is the reason that ICAO Annex 19 was promulgated to mandate a risk based safety management.On the 14th January 2018, a Pegasus 737-800 veered off the runway at Trabzon, Turkey and came to rest on a steep slope quite close to the Black Sea.Thankfully, no casualties.The rule and the spirit of the ruleSafety managers and trained policy holders need to identify the threats and the risk associated with them. If the bare minimum mandated or recommended dimension do not meet the definition or purpose of the object, then buffers need to be incorporated or enhanced.Runway stripA defined area including the runway and stopway, if provided, intended:
a) to reduce the risk of damage to aircraft running off a runway; and
b) to protect aircraft flying over it during take-off or landing operations.
ICAO's i…

Much defended, Kozhikode Runway RESA & Runway Strip do not meet ICAO standards

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The Runway End Safety Area is mandated by ICAO in Annex 14 as a standard. Following is the definition:An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway.

Kozhikode airport design of the RESA has used the width of the turn pad at both ends of the runway to meet the 90m, double the width of the runway requirement of ICAO Annex-14. Unfortunately, ICAO  Annex-14 as per definition specifically defines RESA with the terms Extended Centerline and Symmetrical.This implies that RESA must extent 45m either side of the extended centerline all the way till 240m. The Kozhikode RESA does not meet the ICAO standard by 10 m.Technically if 10 m is significant, Kozhikode is not a RESA as per ICAO standards. Recommendation.— The width of a runway end safety area should, wherever practicable, be equal to that of the graded portion of the associated runway stri…