The document describes an accident scenario involving Singapore Airlines Flight SQ006 that crashed on takeoff from Chiang Kai-Shek International Airport in Taiwan on October 31, 2000. Heavy rain and strong winds from a typhoon prevailed. The flight crew taxied onto and took off from the wrong partially closed runway, crashing into construction equipment, killing 83 people. Probable causes included poor weather, the flight crew losing situational awareness and failing to properly check instruments and charts. Solutions proposed ensuring proper training on low visibility taxi procedures, runway verification checks, crew resource management, and emergency procedures.
SynopsisOn 31 Oct 2000, Singapore Airlines Flight 006, a Boeing .docxssuserf9c51d
Synopsis
On 31 Oct 2000, Singapore Airlines Flight 006, a Boeing 747-400 aircraft, scheduled for Taipei to Los Angeles, took off on the wrong runway 05R (that was closed for maintenance works and parallel to runway 05L which they had intended to take off) in bad meteorological conditions. Whilst on the take-off roll, the aircraft collided with construction equipment and crashed, resulting in 83 out 179 people being killed.
Analysis using 5-M Model/ Swiss Cheese Model/ SHELL Model
FINDINGS
Man
Qualification and Flying Record of the Crew
· The primary flying crew consisted of the Pilot and Co-pilot. The aircraft captain had been a Captain for the Boeing 747-400 fleet since 1998 and had a total of 11235 hours of flying time.
· The Co-pilot had been a First Officer since 2000 and had a total of 2442 hours of flying time.
Currency and Proficiency
· From the aircrew records, both pilots were qualified and current for their flight. They were also current in simulator training. From interviews, both involved were assessed to be confident in carrying out their assigned duties.
Medical Status
· Both pilot and co-pilot were physically well at the time of the flight. On review of past medical records, both pilots did not have any significant medical conditions of note. Both pilots reported that they had not consumed any medications or intoxicating beverage 72 and 48 hrs prior to the flight. There was no evidence to suggest alcohol or drugs were factors in the accident.
Physiological and Psychological Fitness
· Both pilot and co-pilot were assessed to be psychologically and physiologically fit for the flight. The 2 crew had adequate sleep for the past 72 hrs prior, and were not fatigued on the day of the flight.
Machine
Aircraft Damage
· The Aft fuselage separated from the remainder of the fuselage and was generally intact. The mid and forward fuselage suffered extreme fire damage. The left and right wing were heavily damaged by fire.
Aircraft History
· The incident aircraft was serviceable on the day of the accident and the last maintenance performance was the A check at 17838 hrs, on 29 Oct 2000. The current airframe hours is 18459 hrs, 621 hrs since last service. A review of the maintenance logbooks revealed no related defects in the 30 days of Tech Log entries and showed no evidence that the aircraft was not airworthy.
Medium
Weather
· Taiwan was affected by north-east monsoon flow and typhoon "Xangsane". The Taipei Meteorological Service issued a SIGMET for cumulonimbus, together with several gale and typhoon warnings which was applicable to the airport at the time of the accident.
· Surface Weather observations at the time of the accident varied with winds at 020 degrees, 30 kts gusting to 61 kts, visibility was 450m, RVR was 450m, there was heavy rain, with broken clouds at 200ft and overcast at 500ft.
Airfield Lightings/ Markings/ Signages
· The green taxiway lights immediately after 05R entry point into 05L were not serviceable and the ...
Routine of helicopter maintenance activitiesBai Haqi
This document provides information on routine helicopter maintenance activities from the Malaysian Institute of Aviation Technology. It discusses the different types of scheduled and unscheduled inspections, including pre-flight, turn-around, post-flight, minor and major inspections. The document outlines the manufacturer's maintenance program and provides examples of inspection procedures for specific helicopter models. It emphasizes the importance of safety precautions for maintenance personnel.
Aircraft accident investigation on an accident which happened on 23 Sep, 1999 in Bangkok Airport , Thiland. Operator of plane was Qantas and plane was Boeing 747-400 registered as VH-OJH.
The document discusses aircraft ground handling equipment used in maintenance activities. It describes the engineer's responsibility to properly maintain ground equipment according to manufacturer manuals, as required to issue a Certificate of Release to Service. Examples of routine maintenance for different ground equipment are provided, such as hydraulic component replacement and cable replacement. Failure to maintain ground equipment can pose safety hazards and has contributed to aircraft accidents.
1) The document provides an overview of airside operations at airports, including key functions like maintaining safety, coordinating activities, and issuing notices to airmen (NOTAMs).
2) It describes common airside operations objectives like adhering to safety policies and procedures, promoting safety awareness, and enforcing ramp safety.
3) Key airside activities are outlined such as inspections, permitting, incident investigations, and coordinating work in progress to maintain safety. The significance of NOTAMs is also explained.
FAA Safety Requirements for Airfield Constructionoffthewallsafety
The purpose of this presentation is to supplement the
airport specific training for construction personnel
working on or adjacent to runways and taxiways
addressing the Construction Safety Plan and airport
ground vehicle/pedestrian procedures.
This document is a project report submitted by S Niranjan Varma for a Bachelor of Technology degree in Civil Engineering. It discusses airport planning and design. The report includes an introduction to airport surveys conducted for planning, such as topographical, drainage, soil and meteorological surveys. It also covers runway orientation factors like wind conditions. The project involves designing the airside area including the runway, taxiway and apron. It includes designing the terminal building using software and calculating loads and structural elements. The landside area plan and calculations are also presented. The conclusion summarizes the project and references are provided.
SynopsisOn 31 Oct 2000, Singapore Airlines Flight 006, a Boeing .docxssuserf9c51d
Synopsis
On 31 Oct 2000, Singapore Airlines Flight 006, a Boeing 747-400 aircraft, scheduled for Taipei to Los Angeles, took off on the wrong runway 05R (that was closed for maintenance works and parallel to runway 05L which they had intended to take off) in bad meteorological conditions. Whilst on the take-off roll, the aircraft collided with construction equipment and crashed, resulting in 83 out 179 people being killed.
Analysis using 5-M Model/ Swiss Cheese Model/ SHELL Model
FINDINGS
Man
Qualification and Flying Record of the Crew
· The primary flying crew consisted of the Pilot and Co-pilot. The aircraft captain had been a Captain for the Boeing 747-400 fleet since 1998 and had a total of 11235 hours of flying time.
· The Co-pilot had been a First Officer since 2000 and had a total of 2442 hours of flying time.
Currency and Proficiency
· From the aircrew records, both pilots were qualified and current for their flight. They were also current in simulator training. From interviews, both involved were assessed to be confident in carrying out their assigned duties.
Medical Status
· Both pilot and co-pilot were physically well at the time of the flight. On review of past medical records, both pilots did not have any significant medical conditions of note. Both pilots reported that they had not consumed any medications or intoxicating beverage 72 and 48 hrs prior to the flight. There was no evidence to suggest alcohol or drugs were factors in the accident.
Physiological and Psychological Fitness
· Both pilot and co-pilot were assessed to be psychologically and physiologically fit for the flight. The 2 crew had adequate sleep for the past 72 hrs prior, and were not fatigued on the day of the flight.
Machine
Aircraft Damage
· The Aft fuselage separated from the remainder of the fuselage and was generally intact. The mid and forward fuselage suffered extreme fire damage. The left and right wing were heavily damaged by fire.
Aircraft History
· The incident aircraft was serviceable on the day of the accident and the last maintenance performance was the A check at 17838 hrs, on 29 Oct 2000. The current airframe hours is 18459 hrs, 621 hrs since last service. A review of the maintenance logbooks revealed no related defects in the 30 days of Tech Log entries and showed no evidence that the aircraft was not airworthy.
Medium
Weather
· Taiwan was affected by north-east monsoon flow and typhoon "Xangsane". The Taipei Meteorological Service issued a SIGMET for cumulonimbus, together with several gale and typhoon warnings which was applicable to the airport at the time of the accident.
· Surface Weather observations at the time of the accident varied with winds at 020 degrees, 30 kts gusting to 61 kts, visibility was 450m, RVR was 450m, there was heavy rain, with broken clouds at 200ft and overcast at 500ft.
Airfield Lightings/ Markings/ Signages
· The green taxiway lights immediately after 05R entry point into 05L were not serviceable and the ...
Routine of helicopter maintenance activitiesBai Haqi
This document provides information on routine helicopter maintenance activities from the Malaysian Institute of Aviation Technology. It discusses the different types of scheduled and unscheduled inspections, including pre-flight, turn-around, post-flight, minor and major inspections. The document outlines the manufacturer's maintenance program and provides examples of inspection procedures for specific helicopter models. It emphasizes the importance of safety precautions for maintenance personnel.
Aircraft accident investigation on an accident which happened on 23 Sep, 1999 in Bangkok Airport , Thiland. Operator of plane was Qantas and plane was Boeing 747-400 registered as VH-OJH.
The document discusses aircraft ground handling equipment used in maintenance activities. It describes the engineer's responsibility to properly maintain ground equipment according to manufacturer manuals, as required to issue a Certificate of Release to Service. Examples of routine maintenance for different ground equipment are provided, such as hydraulic component replacement and cable replacement. Failure to maintain ground equipment can pose safety hazards and has contributed to aircraft accidents.
1) The document provides an overview of airside operations at airports, including key functions like maintaining safety, coordinating activities, and issuing notices to airmen (NOTAMs).
2) It describes common airside operations objectives like adhering to safety policies and procedures, promoting safety awareness, and enforcing ramp safety.
3) Key airside activities are outlined such as inspections, permitting, incident investigations, and coordinating work in progress to maintain safety. The significance of NOTAMs is also explained.
FAA Safety Requirements for Airfield Constructionoffthewallsafety
The purpose of this presentation is to supplement the
airport specific training for construction personnel
working on or adjacent to runways and taxiways
addressing the Construction Safety Plan and airport
ground vehicle/pedestrian procedures.
This document is a project report submitted by S Niranjan Varma for a Bachelor of Technology degree in Civil Engineering. It discusses airport planning and design. The report includes an introduction to airport surveys conducted for planning, such as topographical, drainage, soil and meteorological surveys. It also covers runway orientation factors like wind conditions. The project involves designing the airside area including the runway, taxiway and apron. It includes designing the terminal building using software and calculating loads and structural elements. The landside area plan and calculations are also presented. The conclusion summarizes the project and references are provided.
This document provides an overview of the types of surveys conducted for airport planning and design. Key surveys discussed include topographical surveys to determine site elevations, soil surveys to evaluate subsurface conditions, drainage surveys to assess stormwater management needs, and meteorological surveys to understand prevailing wind patterns. The results of these surveys inform critical aspects of airport design like runway orientation, pavement design, and drainage infrastructure.
This document provides guidance and procedures for Air Terminal Operations Centers (ATOC). It establishes ATOC as the central command authority overseeing aerial port mission execution. The ATOC is responsible for controlling airlift space allocation, maximizing aircraft utilization, and coordinating special cargo and passengers. Key ATOC roles include senior controller, information control, ramp control, and capability forecasting. The 618th Air and Space Operations Center serves as a direct representative and point of contact for ATOCs. Duty officers are responsible for aerial port operations and ensuring work centers accomplish tasks safely and on time. Minimum ATOC facilities include an intra-base telephone system with direct links to key operations.
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 document discusses challenges facing the US air transportation system, including high airport operations volumes, complex environments, and minimal safety margins. It outlines various engineering and technical solutions to improve safety and address runway incursions, including improved airfield design and markings, runway status lights, enhanced taxiway centerlines, and arrestor beds. Recurrent training is required for pilots and vehicle drivers to address deviant behaviors. The goal is to reduce runway incursions by 10% by 2013 through a multidisciplinary approach committed to improving safety while increasing capacity.
The Air India Express flight 1344 from Dubai to Calicut on August 7th, 2020 crashed during its second landing attempt at the Calicut International Airport, resulting in 21 deaths. The flight encountered heavy rain and winds during both landing attempts. During the first attempt, the captain's windshield wiper stopped working, requiring them to abort the landing. On the second attempt, the first officer cautioned the captain about the high descent rate but the captain did not initiate a go-around when advised. The plane touched down late at the end of the runway and overshot, crashing into a valley and splitting into two pieces. The accident was caused by poor crew resource management and decision making by the captain in the unstable weather conditions
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.
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.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
1. The document discusses runway closures at commercial airports that can occur due to failures in airfield lighting systems. It provides examples where lighting failures led to diversions, cancellations, and delays costing airports and airlines significant sums.
2. The solution proposed is portable solar-powered airfield lighting systems that can be rapidly deployed in the event of primary lighting failures, avoiding the need to close runways. These systems are fully autonomous and wirelessly controlled.
3. Permanently installed standby solar lighting integrated with existing airfield systems is also suggested, allowing automatic switching to the backup lights if main power is lost, thus keeping runways open.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
The document discusses demonstration flights required for an Air Operator Certificate (AOC) and outlines:
1) The stages of conducting proving flights, including aircraft specifications, route information between two airports (TMH and OKL), and flight operations along each segment.
2) An emergency response plan, including reference documents, purpose, scope of exercise, personnel involved, equipment required, and procedures to be practiced for aircraft emergencies and evacuations.
3) Potential flight scenarios for the demonstration, including unrest at the destination and an incapacitated pilot in command.
The document discusses the importance of harmonization and collaboration in cabin safety. It highlights several areas where there is currently a lack of harmonized standards and guidance from ICAO regarding cabin safety practices, equipment, training procedures, and passenger information. These inconsistencies could impact passenger welfare and crew effectiveness. The document calls for ICAO to provide more comprehensive universal guidance and definitions on issues like infant safety measures, crew fatigue management, dangerous goods training, and emergency equipment requirements.
The document provides details for establishing an aircraft storage, maintenance, and recycling facility at Upington Airport in South Africa. It outlines the infrastructure requirements including areas for parking up to 300 aircraft, maintenance hangars, workshops, fueling facilities, and a recycling area. Planning details like site layout, typical aircraft dimensions, and storage/maintenance procedures are also included. The types of maintenance activities, required equipment, and support facilities like administration buildings are specified to satisfy the goals of the proposed facility.
This document provides a pilot's guide to runway safety at controlled aerodromes. It discusses the importance of thorough planning for surface operations and maintaining situational awareness while taxiing. Specific procedures are outlined for following ATC instructions, communicating clearly, and using lighting and markings to navigate the aerodrome safely. The risks of runway incursions and confusion are addressed.
BCAeronautics, LLC petitions the FAA for an exemption from various regulations to allow for commercial small unmanned aircraft systems (sUAS) operations in the US and internationally. Specifically, BCAeronautics requests relief from regulations regarding airworthiness certification, aircraft marking, pilot certification, maintenance, and operation requirements to enable services like aerial data collection, research, inspections, and film production using sUAS weighing less than 37 pounds at altitudes up to 400 feet and within visual line of sight. If granted, the exemption would permit BCAeronautics to provide sUAS services domestically to customers across various industries and internationally to support disaster response and development needs.
This document provides information for pilots flying in and out of Krugersdorp Airfield (FAKR) in South Africa, including:
- FAKR has a short gravel runway requiring precision to land, with risks of turbulence, wind shear, and crosswinds.
- Standard traffic patterns cannot be followed due to nearby controlled airspace. Joining procedures involve overhead entries from specific directions and altitudes while monitoring the radio frequency.
- Pilots must maintain situational awareness of other aircraft and obstacles on the airfield, follow radio procedures, and use good judgement when operating at the busy but unmanned field.
- The crash of Air India Express Flight 812 in Mangalore, India was caused by the captain continuing the landing approach despite three calls from the first officer to abort and go around. The captain had been asleep during the flight and showed signs of fatigue.
- Contributing factors included the captain's failure to properly plan and execute the descent and approach. The first officer issued repeated calls for a go around but did not take control of the aircraft. Procedures around empowering the first officer to initiate a go around were ambiguous.
- The aircraft landed long on the runway at a high speed and overran the end, crashing and killing most passengers aboard. The crew failed to properly brief and execute a stabilized approach.
without shoaib and ahmed[Autosaved].pptxNoman438787
Group members: M. Arslan shah 001, Faheem Hassan 003, M. Shoaib 027, Noman Ahmad 017, Akash 044, Ahmad Mughal 042
Singapore Airlines Flight 006, a Boeing 747-412, crashed at Chiang Kai-shek International Airport in Taiwan, killing 83 people. Heavy rain and strong winds caused poor visibility. The crew taxied down a closed runway that was not properly marked or lit and collided with construction equipment, crashing through concrete barriers. Contributing factors included inadequate airport signage and lighting, lack of situational awareness by the crew, and failure to review flight charts.
Alaska Airlines Flight 261 crashed into the Pacific Ocean near Anacapa Island, California on January 31, 2000, killing all 88 people onboard. The crash was caused by a jammed horizontal stabilizer that deprived the pilots of control of the aircraft. An investigation found that maintenance issues from extended inspection intervals and improper lubrication of the jackscrew assembly led to the failure of the stabilizer control system. Management decisions to cut costs and increase flight intervals without notifying regulators contributed to the accident.
This document summarizes the key points from a meeting on preparations for an ICAO audit and socialization of amendments to CASR Part 135. It discusses providing required documents to ICAO for the audit. It also outlines the changes made in CASR Part 135 Amendment 12, including new requirements for single engine aircraft operations, sources of aircraft products, aircraft leasing, and validity periods for pilot proficiency and competency checks.
The Genesis of BriansClub.cm Famous Dark WEb PlatformSabaaSudozai
BriansClub.cm, a famous platform on the dark web, has become one of the most infamous carding marketplaces, specializing in the sale of stolen credit card data.
[To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations]
This PowerPoint compilation offers a comprehensive overview of 20 leading innovation management frameworks and methodologies, selected for their broad applicability across various industries and organizational contexts. These frameworks are valuable resources for a wide range of users, including business professionals, educators, and consultants.
Each framework is presented with visually engaging diagrams and templates, ensuring the content is both informative and appealing. While this compilation is thorough, please note that the slides are intended as supplementary resources and may not be sufficient for standalone instructional purposes.
This compilation is ideal for anyone looking to enhance their understanding of innovation management and drive meaningful change within their organization. Whether you aim to improve product development processes, enhance customer experiences, or drive digital transformation, these frameworks offer valuable insights and tools to help you achieve your goals.
INCLUDED FRAMEWORKS/MODELS:
1. Stanford’s Design Thinking
2. IDEO’s Human-Centered Design
3. Strategyzer’s Business Model Innovation
4. Lean Startup Methodology
5. Agile Innovation Framework
6. Doblin’s Ten Types of Innovation
7. McKinsey’s Three Horizons of Growth
8. Customer Journey Map
9. Christensen’s Disruptive Innovation Theory
10. Blue Ocean Strategy
11. Strategyn’s Jobs-To-Be-Done (JTBD) Framework with Job Map
12. Design Sprint Framework
13. The Double Diamond
14. Lean Six Sigma DMAIC
15. TRIZ Problem-Solving Framework
16. Edward de Bono’s Six Thinking Hats
17. Stage-Gate Model
18. Toyota’s Six Steps of Kaizen
19. Microsoft’s Digital Transformation Framework
20. Design for Six Sigma (DFSS)
To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations
More Related Content
Similar to Assignment_Airport Operation_SahibJada_EyakubKhan_BSMRAAU_MBA.pdf
This document provides an overview of the types of surveys conducted for airport planning and design. Key surveys discussed include topographical surveys to determine site elevations, soil surveys to evaluate subsurface conditions, drainage surveys to assess stormwater management needs, and meteorological surveys to understand prevailing wind patterns. The results of these surveys inform critical aspects of airport design like runway orientation, pavement design, and drainage infrastructure.
This document provides guidance and procedures for Air Terminal Operations Centers (ATOC). It establishes ATOC as the central command authority overseeing aerial port mission execution. The ATOC is responsible for controlling airlift space allocation, maximizing aircraft utilization, and coordinating special cargo and passengers. Key ATOC roles include senior controller, information control, ramp control, and capability forecasting. The 618th Air and Space Operations Center serves as a direct representative and point of contact for ATOCs. Duty officers are responsible for aerial port operations and ensuring work centers accomplish tasks safely and on time. Minimum ATOC facilities include an intra-base telephone system with direct links to key operations.
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 document discusses challenges facing the US air transportation system, including high airport operations volumes, complex environments, and minimal safety margins. It outlines various engineering and technical solutions to improve safety and address runway incursions, including improved airfield design and markings, runway status lights, enhanced taxiway centerlines, and arrestor beds. Recurrent training is required for pilots and vehicle drivers to address deviant behaviors. The goal is to reduce runway incursions by 10% by 2013 through a multidisciplinary approach committed to improving safety while increasing capacity.
The Air India Express flight 1344 from Dubai to Calicut on August 7th, 2020 crashed during its second landing attempt at the Calicut International Airport, resulting in 21 deaths. The flight encountered heavy rain and winds during both landing attempts. During the first attempt, the captain's windshield wiper stopped working, requiring them to abort the landing. On the second attempt, the first officer cautioned the captain about the high descent rate but the captain did not initiate a go-around when advised. The plane touched down late at the end of the runway and overshot, crashing into a valley and splitting into two pieces. The accident was caused by poor crew resource management and decision making by the captain in the unstable weather conditions
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.
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.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
1. The document discusses runway closures at commercial airports that can occur due to failures in airfield lighting systems. It provides examples where lighting failures led to diversions, cancellations, and delays costing airports and airlines significant sums.
2. The solution proposed is portable solar-powered airfield lighting systems that can be rapidly deployed in the event of primary lighting failures, avoiding the need to close runways. These systems are fully autonomous and wirelessly controlled.
3. Permanently installed standby solar lighting integrated with existing airfield systems is also suggested, allowing automatic switching to the backup lights if main power is lost, thus keeping runways open.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
The document discusses demonstration flights required for an Air Operator Certificate (AOC) and outlines:
1) The stages of conducting proving flights, including aircraft specifications, route information between two airports (TMH and OKL), and flight operations along each segment.
2) An emergency response plan, including reference documents, purpose, scope of exercise, personnel involved, equipment required, and procedures to be practiced for aircraft emergencies and evacuations.
3) Potential flight scenarios for the demonstration, including unrest at the destination and an incapacitated pilot in command.
The document discusses the importance of harmonization and collaboration in cabin safety. It highlights several areas where there is currently a lack of harmonized standards and guidance from ICAO regarding cabin safety practices, equipment, training procedures, and passenger information. These inconsistencies could impact passenger welfare and crew effectiveness. The document calls for ICAO to provide more comprehensive universal guidance and definitions on issues like infant safety measures, crew fatigue management, dangerous goods training, and emergency equipment requirements.
The document provides details for establishing an aircraft storage, maintenance, and recycling facility at Upington Airport in South Africa. It outlines the infrastructure requirements including areas for parking up to 300 aircraft, maintenance hangars, workshops, fueling facilities, and a recycling area. Planning details like site layout, typical aircraft dimensions, and storage/maintenance procedures are also included. The types of maintenance activities, required equipment, and support facilities like administration buildings are specified to satisfy the goals of the proposed facility.
This document provides a pilot's guide to runway safety at controlled aerodromes. It discusses the importance of thorough planning for surface operations and maintaining situational awareness while taxiing. Specific procedures are outlined for following ATC instructions, communicating clearly, and using lighting and markings to navigate the aerodrome safely. The risks of runway incursions and confusion are addressed.
BCAeronautics, LLC petitions the FAA for an exemption from various regulations to allow for commercial small unmanned aircraft systems (sUAS) operations in the US and internationally. Specifically, BCAeronautics requests relief from regulations regarding airworthiness certification, aircraft marking, pilot certification, maintenance, and operation requirements to enable services like aerial data collection, research, inspections, and film production using sUAS weighing less than 37 pounds at altitudes up to 400 feet and within visual line of sight. If granted, the exemption would permit BCAeronautics to provide sUAS services domestically to customers across various industries and internationally to support disaster response and development needs.
This document provides information for pilots flying in and out of Krugersdorp Airfield (FAKR) in South Africa, including:
- FAKR has a short gravel runway requiring precision to land, with risks of turbulence, wind shear, and crosswinds.
- Standard traffic patterns cannot be followed due to nearby controlled airspace. Joining procedures involve overhead entries from specific directions and altitudes while monitoring the radio frequency.
- Pilots must maintain situational awareness of other aircraft and obstacles on the airfield, follow radio procedures, and use good judgement when operating at the busy but unmanned field.
- The crash of Air India Express Flight 812 in Mangalore, India was caused by the captain continuing the landing approach despite three calls from the first officer to abort and go around. The captain had been asleep during the flight and showed signs of fatigue.
- Contributing factors included the captain's failure to properly plan and execute the descent and approach. The first officer issued repeated calls for a go around but did not take control of the aircraft. Procedures around empowering the first officer to initiate a go around were ambiguous.
- The aircraft landed long on the runway at a high speed and overran the end, crashing and killing most passengers aboard. The crew failed to properly brief and execute a stabilized approach.
without shoaib and ahmed[Autosaved].pptxNoman438787
Group members: M. Arslan shah 001, Faheem Hassan 003, M. Shoaib 027, Noman Ahmad 017, Akash 044, Ahmad Mughal 042
Singapore Airlines Flight 006, a Boeing 747-412, crashed at Chiang Kai-shek International Airport in Taiwan, killing 83 people. Heavy rain and strong winds caused poor visibility. The crew taxied down a closed runway that was not properly marked or lit and collided with construction equipment, crashing through concrete barriers. Contributing factors included inadequate airport signage and lighting, lack of situational awareness by the crew, and failure to review flight charts.
Alaska Airlines Flight 261 crashed into the Pacific Ocean near Anacapa Island, California on January 31, 2000, killing all 88 people onboard. The crash was caused by a jammed horizontal stabilizer that deprived the pilots of control of the aircraft. An investigation found that maintenance issues from extended inspection intervals and improper lubrication of the jackscrew assembly led to the failure of the stabilizer control system. Management decisions to cut costs and increase flight intervals without notifying regulators contributed to the accident.
This document summarizes the key points from a meeting on preparations for an ICAO audit and socialization of amendments to CASR Part 135. It discusses providing required documents to ICAO for the audit. It also outlines the changes made in CASR Part 135 Amendment 12, including new requirements for single engine aircraft operations, sources of aircraft products, aircraft leasing, and validity periods for pilot proficiency and competency checks.
Similar to Assignment_Airport Operation_SahibJada_EyakubKhan_BSMRAAU_MBA.pdf (20)
The Genesis of BriansClub.cm Famous Dark WEb PlatformSabaaSudozai
BriansClub.cm, a famous platform on the dark web, has become one of the most infamous carding marketplaces, specializing in the sale of stolen credit card data.
[To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations]
This PowerPoint compilation offers a comprehensive overview of 20 leading innovation management frameworks and methodologies, selected for their broad applicability across various industries and organizational contexts. These frameworks are valuable resources for a wide range of users, including business professionals, educators, and consultants.
Each framework is presented with visually engaging diagrams and templates, ensuring the content is both informative and appealing. While this compilation is thorough, please note that the slides are intended as supplementary resources and may not be sufficient for standalone instructional purposes.
This compilation is ideal for anyone looking to enhance their understanding of innovation management and drive meaningful change within their organization. Whether you aim to improve product development processes, enhance customer experiences, or drive digital transformation, these frameworks offer valuable insights and tools to help you achieve your goals.
INCLUDED FRAMEWORKS/MODELS:
1. Stanford’s Design Thinking
2. IDEO’s Human-Centered Design
3. Strategyzer’s Business Model Innovation
4. Lean Startup Methodology
5. Agile Innovation Framework
6. Doblin’s Ten Types of Innovation
7. McKinsey’s Three Horizons of Growth
8. Customer Journey Map
9. Christensen’s Disruptive Innovation Theory
10. Blue Ocean Strategy
11. Strategyn’s Jobs-To-Be-Done (JTBD) Framework with Job Map
12. Design Sprint Framework
13. The Double Diamond
14. Lean Six Sigma DMAIC
15. TRIZ Problem-Solving Framework
16. Edward de Bono’s Six Thinking Hats
17. Stage-Gate Model
18. Toyota’s Six Steps of Kaizen
19. Microsoft’s Digital Transformation Framework
20. Design for Six Sigma (DFSS)
To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations
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1. Bangabandhu Sheikh Mujibur Rahman Aviation & Aerospace University
Department of Aviation Operations Management
MBA in Aviation Management
Course Name: Airport Operations & Management
Course Code: AVM-6604
Course Work: Assignment
Submitted To:
Mohammed Ali Reza Khan
Senior ANS and AGA Consultant/Inspector
and
Deputy Head AAIG-BD
Civil Aviation Authority, Bangladesh
Faculty Member, Department of AVOM, BSMRAAU
Submitted By:
Sahib Jada Eyakub Khan
Student ID: 20016017, MBA in AVM, BSMRAAU
2. Assignment:
Read the following scenario and try to find out what were the probable causes of this accident
and how it could have been avoided. Identify the probable causes, note down each of these and
against each cause write down your solutions which could have been useful to avoid or mitigate
the accident.
Scenario: On October 31, 2000, Singapore Airlines (SIA) Flight SQ006, a Boeing 747-400
aircraft, bearing Singapore registration No. 9V-SPK, crashed on a partially closed runway during
takeoff. Heavy rain and strong winds from typhoon “Xangsane” prevailed at the time of the
accident.
SQ006 was on a scheduled passenger flight from Chiang Kai-Shek International Airport (CKS
Airport), Tao-Yuan, Taiwan, Republic of China (ROC) to Los Angeles International Airport, Los
Angeles, California, USA.
The flight departed with 3 pilots, 17 cabin crewmembers, and 159 passengers aboard.
The aircraft was destroyed by its collision with construction equipment and runway construction
pits on Runway 05R, and by post impact fire.
There were 83 fatalities, including 4 cabin crew members and 79 passengers, 39 seriously
injured, including 4 cabin crew members and 35 passengers, and 32 minor injuries, including 1
flight crew member, 9 cabin crew members and 22 passengers.
Important to note that:
a) The flight crew did not review the taxiing route, despite having all the relevant charts,
and as a result did not know the aircraft had entered the wrong runway (the aircraft
entered runway 05R instead of runway 05L).
b) Upon entering the wrong runway, the flight crew had neglected to check the Para Visual
Display (PVD) and the Primary Flight Display (PFD) as it would have supposedly told
them that the aircraft was lined up on the wrong runway.
Note:
i) The Para Visual Display (PVD) is used to verify the correct departure
runway.
ii) Primary Flight Display (PFD) is linked to the aircraft AFM
iii) CAAS approved B747-400 AFM PVD supplement allows the use of the
PVD to verify the correct departure runway.
c) Due to the Typhoon Xangsane's imminent arrival and the poor ambient conditions, the
flight crew lost situational awareness and attempted to take off from the wrong runway.
3. d) The first series of taxiway lights leading to 05L were damaged.
e) The flight crew did not look for the runway markings and signage to locate their position
by scanning the outside scene.
f) The visibility conditions were rapidly changing on the night of the accident.
g) The CM-1 (the commander) followed the most dominant previously formed mental model
to follow the green taxiway centerline lights.
h) Approximately ninety percent of the airports to which SIA crews operate do not have a
“follow the green” taxiway light guidance system.
i) The painting of the segment of the Taxiway N1 centerline marking leading to Runway 05L
was missing.
j) The Runway 05R threshold markings were not removed.
Note: Threshold markings designate the beginning of a Runway. When a threshold marking to a
runway is no longer valid, it should have been removed
k) The Runway 05R runway edge lights adding to taxiway centerline lights from Taxiway
N1were not disconnected.
l) The information that the typhoon would hit the airport within 48 hours was a potential
threat to the situation.
Answer:
The outcomes related to probable causes determine essential elements that have been shown to
have intervened in the accident or certainly operated in the accident. These causes are associated
with unsafe acts, unsafe conditions, or safety deficiencies associated with safety significant
events that played a major role in the circumstances leading to the accident.
Probable causes of the accident
1. At the time of the accident, heavy rain and strong winds from typhoon “Xangsane”
prevailed. At 2312:02 Taipei local time, the flight crewmembers of SQ006 received
Runway Visual Range (RVR) 450 meters on Runway 05L from Automatic Terminal
Information Service (ATIS) “Uniform”. At 2315:22 Taipei local time they received wind
direction 020 degrees with a magnitude of 28 knots, gusting to 50 knots, together with the
takeoff clearance issued by the local controller.
2. On August 31, 2000, CAA of ROC issued a Notice to Airmen (NOTAM) A0606
indicating that a portion of the Runway 05R between Taxiway N4 and N5 was closed due
to work in progress from September 13 to November 22, 2000. The flight crew of SQ006
was aware of the fact that a portion of Runway 05R was closed, and that Runway 05R
was only available for taxi.
4. 3. The aircraft did not completely pass the Runway 05R threshold marking area and
continue to taxi towards Runway 05L for the scheduled takeoff. Instead, it entered
Runway 05R and CM-1 commenced the takeoff roll. CM-2 and CM-3 did not question
CM-1’s decision to take off.
4. The flight crew did not review the taxi route in a manner sufficient to ensure they all
understood that the route to Runway 05L included the need for the aircraft to pass
Runway 05R, before taxiing onto Runway 05L.
5. The flight crew had CKS Airport charts available when taxing from the parking bay to
the departure runway; however, when the aircraft was turning from Taxiway NP to
Taxiway N1 and continued turning onto Runway 05R, none of the flight crewmembers
verified the taxi route. As shown on the Jeppesen “20-9” CKS Airport chart, the taxi
route to Runway 05L required that the aircraft make a 90-degree right turn from Taxiway
NP and then taxi straight ahead on Taxiway N1, rather than making a continuous 180-
degree turn onto Runway 05R. Further, none of the flight crewmembers confirmed orally
which runway they had entered.
6. CM-1’s expectation that he was approaching the departure runway coupled with the
saliency of the lights leading onto Runway 05R resulted in CM-1 allocating most of his
attention to these centerline lights. He followed the green taxiway centerline lights and
taxied onto Runway 05R.
7. The moderate time pressure to take off before the inbound typhoon closed in around CKS
Airport, and the condition of taking off in a strong crosswind, low visibility, and slippery
runway subtly influenced the flight crew’s decision-making ability and the ability to
maintain situational awareness.
8. On the night of the accident, the information available to the flight crew regarding the
orientation of the aircraft on the airport was:
CKS Airport navigation chart
Aircraft heading references
Runway and Taxiway signage and marking
Taxiway N1 centerline lights leading to Runway 05L
Color of the centerline lights (green) on Runway 05R
Runway 05R edge lights most likely not on
Width difference between Runway 05L and Runway 05R
Lighting configuration differences between Runway 05L and Runway 05R
Para-Visual Display (PVD) showing aircraft not properly aligned with the
Runway 05L localizer
Primary Flight Display (PFD) information
The flight crew lost situational awareness and commenced takeoff from the wrong runway.
5. Solutions to avoid or mitigate the probable causes of accident for Singapore Airlines (SIA)
1. Singapore Airlines management body could develop and implement a comprehensive
surface-movement training program that reflects the current practice in this area, such as
the recommendations contained in the FAA’s (Federal Aviation Administration) National
Blueprint for Runway Safety and in compliance with FAA Advisory Circular No. 120-74.
2. Ensure that procedures for low visibility taxi operations include the need for requesting
progressive taxi instructions to aid in correct airport surface movement.
3. Review the adequacy of current SIA PVD training and procedures and ensure that SIA
documentation and operational practices reflect the CAAS approved B747-400 AFM
PVD supplement, which included the use of the PVD to indicate whether the aircraft is in
a correct position for takeoff.
4. Develop and implement a clear policy that ensures that flight crews consider the
implications of the relevant instrument indications, such as the PFD and PVD, whenever
the instruments are activated, particularly before commencing takeoff in reduced
visibility conditions.
5. Include in all company pre-takeoff checklists an item formally requiring positive visual
identification and confirmation of the correct takeoff runway.
6. Implement an Advanced Crew Resource Management (CRM) program to reflect current
practices in this area, and ensure that such programs are regularly revised to reflect new
developments in CRM.
7. Review the adequacy of current runway condition determination procedures and practices
for determining a water-affected runway to “wet” or “contaminated” in heavy rain
situations, by providing objective criteria for such determinations.
8. Conduct a procedural audit to eliminate existing conflicts in the guidance and procedures
between the company manuals, the managers’ expectations, and the actual practices, such
as those contained in the Typhoon Procedures and dispatch briefing policy.
9. Modify the emergency procedures to establish an alternate method for initiating the
emergency evacuation command in the event of a PA system malfunction.
10. Review its procedures and training for the flight and cabin crewmembers to effectively
handle diversified emergency situations.