AIE 812 Crash at Mangalore International participation in accident Investigations
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Presentation at the Safety seminar conducted by Fondazione 8 at Milan. The inquiry report was a total cover up of very serious safety violations by Government agencies that caused the death of 158 persons. International agencies that participated were never shown facts and ICAO approved the Investigation report blindly. All 158 burnt to death because rescue never reached them on time. The Govt. agencies lied and judiciary was a silent spectator
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The document summarizes a case study on Air India Express Flight 812 that crashed in 2008 near Mangalore, India, killing 158 of 166 people on board. The flight from Dubai overran the runway on landing due to pilot error, as the captain continued an unstabilized approach and ignored calls from the first officer to abort landing. The aircraft plowed through a sand arrestor bed at the end of the runway and crashed down a hillside.
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The purpose of an Engineered Material Arresting System (EMAS) is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp made of gravel or sand. It is intended to stop aircraft that have overshot a runway when there is an insufficient free space for a standard runway safety area (RSA).
EMAS - Engineered Material Arrestor System
The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp made of gravel or sand. It is intended to stop aircraft that have overshot a runway when there is an insufficient free space for a standard runway safety area (RSA).
Accident Investigation Report Of FlyDubai Flight 981 (FDB981)
FlyDubai Flight 981 crashed during an aborted landing at Rostov-on-Don Airport in Russia, killing all 62 people on board. The aircraft encountered heavy winds and turbulence on its approach. During a second landing attempt, the aircraft climbed steeply after aborting the landing then stalled and crashed back onto the runway. Analysis of the flight data and cockpit voice recorders showed the pilots experienced somatogravic illusion, causing them to think the plane was climbing when it was actually descending, due to lack of visual references at night. The investigation recommended additional simulator training for pilots on go-around procedures under low visibility conditions and compiling information from previous accidents caused by spatial disorientation.
AIRSEDE OPERATION
1. The document provides an overview of airside operations at airports, including the organization, key functions, objectives, and activities related to ensuring safety and efficiency.
2. Maintaining safety on airport runways and aprons through inspection, permitting, incident investigation, and coordination with airport stakeholders are some of the main responsibilities of airside operations.
3. Notices to Airmen (NOTAMs) are used to communicate essential information about airport conditions or temporary changes and are issued according to standard formats and procedures.
The Supersonic Business Jet nears
Leonard Favre Speech at Middle East Corporate Aviation Summit (MECAS 2015) - Al Bateen Executive Airport Abu Dhabi (Aeropodium conference - www.aeropodium.com)
Final mangalore-812-complaint
The complaint alleges criminal negligence and seeks prosecution of various individuals and organizations in connection with the 2010 crash of Air India Express Flight 812 in Mangalore, India. It names as accused parties the Airport Authority of India, Air India Limited, Directorate General of Civil Aviation, and various individuals who held leadership positions in these organizations when the crash occurred. The complaint cites the official Court of Inquiry report which found willful negligence by these parties, and alleges the local police investigation was insufficient. It asserts the crash was foreseeable based on prior litigation over safety issues, and that the non-frangible structure the plane struck caused fatal burn injuries to many victims.
Human Factor Study Case
The document summarizes the Korean Air Cargo Flight 8509 accident that occurred on December 22, 1999 near London Stansted Airport. The Boeing 747 cargo plane crashed shortly after takeoff, killing all 4 crew members. The accident was caused by a combination of mechanical and human errors. One of the inertial navigation units had failed, providing incorrect roll data to the captain's display. Additionally, the crew did not properly respond to warning signals, there was a lack of communication and teamwork in the cockpit, and the maintenance errors were not caught prior to takeoff. The accident highlighted issues with Korean Air's safety culture and procedures at the time.
Air france 447 crash- Reasons & Quality Aspects
1) On May 31, 2009, Air France Flight 447 from Rio de Janeiro to Paris crashed in the Atlantic Ocean with 228 people on board.
2) The aircraft's pitot tubes, which measure airspeed, became obstructed with ice crystals, causing the autopilot to disengage and airspeed information to become unreliable.
3) Despite stall warnings, the pilots failed to recognize the stall and continued the nose-up input that caused the aircraft to lose lift and crash into the ocean.
airside operation 3
1. The document discusses airside operations at airports and focuses on functions like maintaining safety on airfields, runways and aprons; coordinating activities during emergencies; and issuing notices to airmen (NOTAMs) about potential hazards or operational changes.
2. Key activities of airside operations include inspecting movement areas, issuing permits, investigating incidents, coordinating safety escorts and work, and monitoring for foreign object debris and wildlife hazards.
3. NOTAMs are issued to communicate temporary or urgent safety information and operational changes to pilots and airlines.
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EMAS - Engineered Material Arrestor System (seminar ppt)
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AIE 812 Crash at Mangalore International participation in accident Investigations
- 1. Capt.A. Ranganathan AIE 812 Crash at Mangalore International participation in accident Investigations
- 2. Annex 13 — Aircraft Accident and Incident Investigation Chapter 5 (5-8) e) receive copies of all pertinent documents d) have full access to all relevant evidence as soon as possible Participation h) participate in investigation progress meetings findings, causes and safety recommendations
- 3. 22 May 2010 AIE 812 was high and fast and touched down late on Rwy 24. The captain opted to Go Around after selecting Thrust Reversers
- 4. 22 May 2010 The captain opted to Go Around after selecting Thrust Reversers
- 5. Aircraft struck the illegal ILS Localiser Structure and went down the steep slope
- 6. 158 Burnt to death
- 8. Final Report of AIE 812 crash
- 9. If the Captain is Dead Bury Him
- 10. The runway was operationally compliant and technically fit Praful Patel Minister of Civil Aviation May 2010 let's be categorical about runway safety, the Mangalore runway, per se, complies with all the guidelines stipulated by ICAO
- 11. Writ Petition No. 37681 of 1997 in the High Court of Karnataka The inevitable consequence would be that the plane will come crashing down the hillsides from an height of 80- 100 metres on either side of the proposed runway.
- 12. ICAO Annex 14, Volume 1 Amendment in 1999
- 13. Complies with ICAO SARPS? The rigid concrete structure replaced with solid steel girders
- 14. 1.10.10 Runway Markings and Friction At the times of accident, the runway marking for R/W 24/06 at Mangalore conformed to ICAO Annexure-14 Page 5/175
- 17. Page 90/175
- 18. What made the captain Go Around? The wrong marking indicated he still had 2000ft of Runway remaining
- 19. DGCA Safety Audit Mangalore July31- Aug 3, 2007
- 20. Rwy 24. The Localiser calibration raised concrete stand is noticed at 100m from the runway strip and also the RESA surface is noticed with undulation and not graded for the entire width.
- 22. Court of Inquiry NTSB Boeing ICAO acceptance of report
- 23. Were all relevant evidence shown to the International participants? Did they agree with analysis, findings, causes and safety recommendations ?
- 26. 25th April 2011 Part of the wreckage still lying around behind ILS Localiser Antenna structure
- 27. The IX 812 crash happened in a valley where approach was difficult but our vehicle reached there in eight to nine minutes of the crash. The first gush of aqua film forming foam was administered within 13 to 15 minutes of the crash. But, by that time, fire had engulfed the entire plane and the broken parts of the belly had strewn around in three different places and had turned into mounds of fire.” Chief of Fire services at Mangalore, Mr.H.S.Varadarajan.
- 28. Page 97/175
- 31. The ATC Controller was not able to see the aircraft at end of R/W 24 Page 5/175 At 06:05:04 hours IST, ATC Controller had radioed the aircraft to back track as per standard practice
- 35. ATCO at the end of his 12 hour duty period reached the tower just 12 minutes before the
- 37. Is there any evidence of fire?
- 42. The passive acceptance of the COI report by International participants 25th June 2011 at Mangalore Distance to 24 threshold 30 mts A near overshoot and an undershoot
- 43. 1972-06-08 This award winning photo outraged the conscience of the whole world
- 44. Life of this child valued at $1.25 per day Will the conscience of the International community be kindled with this image?
- 45. Orchestrated Littany of Lies Justice Mahon
- 46. The Inside Story and Legacy of Dryden by The Honourable Virgil P. Moshansky, C.M., Q.C., FRAeS Justice of the Court of Queen's Bench of Alberta (Ret.) and Donald L Van Dyke, FRAeS * Chairman, Royal Aeronautical Society – Montreal Branch