Cabin pressurization systems maintain a safe and comfortable cabin environment at high altitudes. A decompression event occurs when cabin pressure is lost, putting occupants at risk of hypoxia due to lack of oxygen. Decompression can be rapid/explosive from an aircraft breach, or slow/insidious from an air leak. In either case, oxygen masks must be donned immediately to prevent hypoxia symptoms and loss of consciousness. Effective communication between flight and cabin crew is critical for managing the emergency.
This document discusses deviance in sport, including violence between players and hooliganism among spectators. It defines deviance as behavior outside social norms and distinguishes between positive deviance that intends no harm, and negative deviance that breaks rules and ethics. Causes of on-field violence include innate aggression and frustration, while hooliganism stems from factors like drinking, rivalry, and poor policing. Authorities address these issues through penalties, role models, and improving crowd control.
This document discusses several issues related to defining and studying deviance in sports. It notes that forms and causes of deviance are diverse and no single theory can fully explain them. Behavior accepted in sports may be seen as deviant in other contexts. Deviance in sports often involves overconformity to established norms rather than rejection of norms, and training and performance have become medicalized. Theories of conflict, functionalism, and interactionism are discussed in relation to defining deviance. Hypotheses presented suggest deviance is more likely when social bonds normalize risk-taking, athletes are separated from communities, and athletes develop hubris.
Media Object File Flt Ops Cab Ops Seq12syed viquar
The document provides information on unplanned ground evacuations from aircraft. It discusses factors that influence successful evacuations such as assertive commands from cabin crew and assessing outside conditions before opening exits. It also addresses when cabin crew may initiate an evacuation without direction from flight crew, such as in cases of uncontrollable fire or smoke. The silent review process outlines how cabin crew should prepare for potential emergencies during takeoff and landing.
Media Object File Flt Ops Cab Ops Seq10syed viquar
Cabin crew face injuries from turbulence more than passengers because they are constantly working in the cabin. Over 200 injuries to cabin crew from turbulence were reported in 2004, with most occurring when crew were unsecured, in galleys, or due to loose items. Good communication between flight and cabin crew allows turbulence levels to be clearly conveyed and appropriate responses taken. Cabin crew should secure themselves during anticipated or unanticipated turbulence to prevent injury from falling or loose items. Training increases awareness of turbulence dangers.
The second article by Will Goodman and Simon Liddiard detailing the process for preparing for the world record attempt for closed-circuit rebreather (CCR) depth record of 200 metres. This event which will be completed in early 2014 is supported by a "tech support team" of highly qualified international divers and will be presented at the 2014 ADEX (Asian Dive Expo) in Singapore during the month of April.
Chapter 43. high altitude, aviation & space physiology Don Alerta
1. This document discusses the physiological challenges of high altitude environments, including how atmospheric pressure and oxygen levels decrease with increasing altitude.
2. It classifies different altitudes and describes the physiological effects of hypoxia at various altitudes, such as changes in mental function and oxygen saturation levels.
3. The document also covers physiological adaptations that occur with acclimatization to high altitudes over time, such as increased respiration and red blood cell production.
Flying with CPAP can present risks for those with sleep apnea due to lower oxygen levels in aircraft cabins. Proper preparation is important - patients should consult doctors and airlines in advance. While using CPAP during flights can help, factors like battery life, pressure changes, and airline policies can impact usage. Limited evidence suggests CPAP may reduce oxygen desaturation risks compared to not using treatment, but more research is still needed on physiological responses to air travel at altitude for those with sleep apnea. Advance planning is key to addressing issues and having a safe and comfortable flight.
This document discusses deviance in sport, including violence between players and hooliganism among spectators. It defines deviance as behavior outside social norms and distinguishes between positive deviance that intends no harm, and negative deviance that breaks rules and ethics. Causes of on-field violence include innate aggression and frustration, while hooliganism stems from factors like drinking, rivalry, and poor policing. Authorities address these issues through penalties, role models, and improving crowd control.
This document discusses several issues related to defining and studying deviance in sports. It notes that forms and causes of deviance are diverse and no single theory can fully explain them. Behavior accepted in sports may be seen as deviant in other contexts. Deviance in sports often involves overconformity to established norms rather than rejection of norms, and training and performance have become medicalized. Theories of conflict, functionalism, and interactionism are discussed in relation to defining deviance. Hypotheses presented suggest deviance is more likely when social bonds normalize risk-taking, athletes are separated from communities, and athletes develop hubris.
Media Object File Flt Ops Cab Ops Seq12syed viquar
The document provides information on unplanned ground evacuations from aircraft. It discusses factors that influence successful evacuations such as assertive commands from cabin crew and assessing outside conditions before opening exits. It also addresses when cabin crew may initiate an evacuation without direction from flight crew, such as in cases of uncontrollable fire or smoke. The silent review process outlines how cabin crew should prepare for potential emergencies during takeoff and landing.
Media Object File Flt Ops Cab Ops Seq10syed viquar
Cabin crew face injuries from turbulence more than passengers because they are constantly working in the cabin. Over 200 injuries to cabin crew from turbulence were reported in 2004, with most occurring when crew were unsecured, in galleys, or due to loose items. Good communication between flight and cabin crew allows turbulence levels to be clearly conveyed and appropriate responses taken. Cabin crew should secure themselves during anticipated or unanticipated turbulence to prevent injury from falling or loose items. Training increases awareness of turbulence dangers.
The second article by Will Goodman and Simon Liddiard detailing the process for preparing for the world record attempt for closed-circuit rebreather (CCR) depth record of 200 metres. This event which will be completed in early 2014 is supported by a "tech support team" of highly qualified international divers and will be presented at the 2014 ADEX (Asian Dive Expo) in Singapore during the month of April.
Chapter 43. high altitude, aviation & space physiology Don Alerta
1. This document discusses the physiological challenges of high altitude environments, including how atmospheric pressure and oxygen levels decrease with increasing altitude.
2. It classifies different altitudes and describes the physiological effects of hypoxia at various altitudes, such as changes in mental function and oxygen saturation levels.
3. The document also covers physiological adaptations that occur with acclimatization to high altitudes over time, such as increased respiration and red blood cell production.
Flying with CPAP can present risks for those with sleep apnea due to lower oxygen levels in aircraft cabins. Proper preparation is important - patients should consult doctors and airlines in advance. While using CPAP during flights can help, factors like battery life, pressure changes, and airline policies can impact usage. Limited evidence suggests CPAP may reduce oxygen desaturation risks compared to not using treatment, but more research is still needed on physiological responses to air travel at altitude for those with sleep apnea. Advance planning is key to addressing issues and having a safe and comfortable flight.
This document discusses the history and importance of tools in human evolution and maintenance. It describes how early humans used tools like stones to access food sources. Over generations, tool design and manufacturing advanced to support a wide range of tasks. The document also discusses how improper or non-approved tool use can lead to maintenance errors, injuries, and aircraft damage. It provides examples like a ram air turbine test failure caused by a swapped hydraulic connection on a test motor. The document emphasizes using only approved tools as specified in maintenance documentation.
This document discusses human performance issues in aircraft maintenance. It provides an overview of human factors that can influence task performance and safety in the maintenance environment. The document includes case studies of reported maintenance events to highlight why errors occurred and how to prevent recurrences. One case study describes an event where emergency door actuators failed to operate during testing due to the percussion mechanisms not being correctly positioned and locked during maintenance. The key recommendations are to follow maintenance manual procedures closely, including illustrations, to properly reassemble components.
This document discusses the results of a survey on maintenance errors conducted by Airbus. It provides the following key points:
1. The survey found that the most common outcomes of maintenance errors were damaged parts/aircraft during maintenance, incorrect installation, and incomplete installation. Time pressure was a major contributing factor.
2. Analysis of maintenance event reports found that 72% of errors occurred during installation, such as parts not secured properly, parts missing, or access panels not closed.
3. While reporting systems and safety cultures varied among airlines, most mechanics felt comfortable reporting errors and saw benefits like improved safety and training. However, some managers occasionally kept information informal instead of using official reporting channels.
4.
Media Object File Flt Ops Toff Dep Seq06syed viquar
Tailstrikes can cause significant damage and jeopardize safety. They most often occur at takeoff due to early or premature rotation, improper technique, or adverse conditions. Crews can help prevent tailstrikes by carefully checking data, using optimal flaps, avoiding early/excessive rotation, applying smooth technique until airborne, and diverting if a strike occurs. Training reinforces proper procedures to minimize risk.
This document provides instructions on how to use hyperlinks within Flight Operations Briefing Notes. The notes contain active hyperlinks that link to related notes and external websites for additional information. While some hyperlinks may not work yet as new notes are added over time, the links will become activated as more relevant notes are published. The hyperlinks allow users to easily access associated content within the briefing notes.
This document discusses standard calls used in flight operations to enhance crew communication and situational awareness. It defines standard calls as brief, unambiguous phrases used during critical phases of flight to convey aircraft status and commands between pilots. Standard calls are important for crew coordination, especially with two-pilot crews and mixed language crews. The document provides guidelines for developing and using standard calls, and lists examples of calls for typical flight events and phases.
This document provides guidance on the optimum use of automation in aircraft. It discusses three generations of automated flight systems and their levels of integration. Higher levels of automation provide more options for pilots but also require understanding integration of autopilot, autothrottle and flight management systems. The document emphasizes that pilots must actively monitor automation, understand how it works and be prepared to intervene manually if needed to maintain safety. It provides best practices such as using the appropriate level of automation for each flight phase and verifying that the aircraft is following intended guidance.
This document discusses standard operating procedures and normal checklists. It emphasizes that strict adherence to SOPs and completing checklists helps prevent incidents and accidents. It notes that the omission of actions is a leading cause of approach and landing accidents. The document provides guidance on initiating, conducting, and interrupting checklists to maximize safety. It also discusses factors that can influence proper checklist usage and the importance of training and reinforcement.
Media Object File Flt Ops Hum Per Seq02syed viquar
This document discusses how CRM (Crew Resource Management) aspects are involved in many aviation incidents and accidents. It provides an overview of key CRM topics like leadership, teamwork, decision making, and error management. Statistical data shows that CRM issues were identified as factors in over 70% of approach and landing incidents. The document emphasizes that CRM training should focus on mitigating risks, effective communication and coordination between crew members, and creating a culture where nothing is taken for granted.
Media Object File Flt Ops Rwy Ops Seq01syed viquar
Runway incursions are a major safety issue involving unintended presence on runways. They can occur at any airport and in any weather conditions. Contributing factors include low visibility, complex airport layouts, ATC communication issues, and flight crew lack of situational awareness. Best practices for pilots include thorough preparation and briefing of taxi routes, strict communication procedures, knowledge of airport signs and markings, and techniques like writing down clearances and monitoring progress.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Media Object File Flt Ops Hum Per Seq01syed viquar
This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
Media Object File Flt Ops Ops Env Seq07syed viquar
This document provides information about wake turbulence - the trailing vortices that form behind an aircraft in flight. It discusses the risks posed by wake turbulence, especially during approach. Statistical data shows that most wake turbulence accidents involve light aircraft and occur on approach. Environmental factors like wind conditions and stable atmospheres can increase wake turbulence risks. Pilots should request additional separation from heavy aircraft in risky situations and be aware of surrounding traffic to avoid hazardous wake vortices.
Media Object File Flt Ops Supp Tech Seq01syed viquar
1. The document discusses techniques for safely operating aircraft in different environments and conditions, focusing on proper use of altimeters and altitude callouts.
2. Setting the altimeter correctly is critical, as errors can lead to altitude deviations that increase safety risks. Different units of measurement, atmospheric conditions, and transition levels must be carefully managed.
3. Radio altimeter callouts should follow standard procedures tailored to the approach and terrain to enhance crew awareness of altitude above ground level. Low outside air temperatures require altitude corrections to account for differences between true and indicated altitude.
This document discusses standard operating procedures (SOPs) and their importance for flight safety. Some key points:
- Strict adherence to SOPs helps prevent crew errors, anticipate threats, and enhance safety. Proper CRM is not possible without following SOPs.
- Statistical data shows the leading causes of approach-and-landing accidents are related to not following SOPs, including omissions of actions, non-adherence to stabilized approach criteria, and inadequate crew coordination.
- Airbus SOPs are designed to reflect the aircraft design and operating philosophies, and promote optimal use of features. Operators can adopt or customize SOPs, with potential deviations requiring approval.
Media Object File Flt Ops Toff Dep Seq08syed viquar
This document provides guidance on responding to a stall warning activation during takeoff. It discusses factors that can lead to stall warnings at takeoff like weather, human factors, and aircraft systems issues. It recommends techniques for recovery depending on altitude, including maintaining an optimum 12.5 degree pitch attitude at liftoff to avoid ground contact. Prevention strategies are also covered, like ensuring a clean aircraft, being aware of windshear, and carefully planning takeoff performance. Briefings should emphasize these points to prepare flight crews to respond appropriately if a stall warning occurs.
Media Object File Flt Ops Toff Dep Seq04syed viquar
This document discusses takeoff and departure operations, focusing on the "stop or go" decision during takeoff roll. It provides background on statistical data showing a decrease in rejected takeoff incidents from the 1960s to 1990s. It then covers operational standards for the decision, with the captain deciding whether to stop below 100 knots and only stopping above 100 knots for severe issues. Factors that influence the decision are discussed, as well as prevention strategies like briefings and callouts to aid the decision-making process. The goal is to help flight crews make well-informed, timely decisions for safe takeoff operations.
Media Object File Flt Ops Supp Tech Seq07syed viquar
This document provides guidelines for flight crews to identify and handle engine malfunctions. It discusses how to identify issues like engine fires, tailpipe fires, stalls, and flameouts. Engine fires and tailpipe fires present differently and require different procedures. Engine stalls can be recoverable without action, or may require reducing thrust. Proper identification and response are important to prevent accidents from engine malfunctions.
The document provides guidelines for conducting effective briefings to ensure mutual understanding among crew members. It discusses the importance of briefings in reducing accidents, and outlines the objectives and techniques for effective briefings. Specifically, it provides detailed recommendations for conducting takeoff, approach, and cruise briefings, including reviewing aircraft status, NOTAMs, weather, performance data, routes, checklists and more. Briefings should be structured, concise and encourage participation to confirm understanding.
Media Object File Flt Ops Ops Env Seq06syed viquar
Flying through volcanic ash clouds should be avoided due to the hazards they pose to aircraft. Volcanic ash can damage aircraft surfaces and engines, potentially causing partial or total engine power loss. Crews must be informed of potential ash clouds through advisory centers and updated briefings. If encounter cannot be avoided, crews should exit the cloud quickly and follow manufacturer procedures which may include decreasing thrust and turning on anti-ice systems.
A review of the growth of the Israel Genealogy Research Association Database Collection for the last 12 months. Our collection is now passed the 3 million mark and still growing. See which archives have contributed the most. See the different types of records we have, and which years have had records added. You can also see what we have for the future.
This document discusses the history and importance of tools in human evolution and maintenance. It describes how early humans used tools like stones to access food sources. Over generations, tool design and manufacturing advanced to support a wide range of tasks. The document also discusses how improper or non-approved tool use can lead to maintenance errors, injuries, and aircraft damage. It provides examples like a ram air turbine test failure caused by a swapped hydraulic connection on a test motor. The document emphasizes using only approved tools as specified in maintenance documentation.
This document discusses human performance issues in aircraft maintenance. It provides an overview of human factors that can influence task performance and safety in the maintenance environment. The document includes case studies of reported maintenance events to highlight why errors occurred and how to prevent recurrences. One case study describes an event where emergency door actuators failed to operate during testing due to the percussion mechanisms not being correctly positioned and locked during maintenance. The key recommendations are to follow maintenance manual procedures closely, including illustrations, to properly reassemble components.
This document discusses the results of a survey on maintenance errors conducted by Airbus. It provides the following key points:
1. The survey found that the most common outcomes of maintenance errors were damaged parts/aircraft during maintenance, incorrect installation, and incomplete installation. Time pressure was a major contributing factor.
2. Analysis of maintenance event reports found that 72% of errors occurred during installation, such as parts not secured properly, parts missing, or access panels not closed.
3. While reporting systems and safety cultures varied among airlines, most mechanics felt comfortable reporting errors and saw benefits like improved safety and training. However, some managers occasionally kept information informal instead of using official reporting channels.
4.
Media Object File Flt Ops Toff Dep Seq06syed viquar
Tailstrikes can cause significant damage and jeopardize safety. They most often occur at takeoff due to early or premature rotation, improper technique, or adverse conditions. Crews can help prevent tailstrikes by carefully checking data, using optimal flaps, avoiding early/excessive rotation, applying smooth technique until airborne, and diverting if a strike occurs. Training reinforces proper procedures to minimize risk.
This document provides instructions on how to use hyperlinks within Flight Operations Briefing Notes. The notes contain active hyperlinks that link to related notes and external websites for additional information. While some hyperlinks may not work yet as new notes are added over time, the links will become activated as more relevant notes are published. The hyperlinks allow users to easily access associated content within the briefing notes.
This document discusses standard calls used in flight operations to enhance crew communication and situational awareness. It defines standard calls as brief, unambiguous phrases used during critical phases of flight to convey aircraft status and commands between pilots. Standard calls are important for crew coordination, especially with two-pilot crews and mixed language crews. The document provides guidelines for developing and using standard calls, and lists examples of calls for typical flight events and phases.
This document provides guidance on the optimum use of automation in aircraft. It discusses three generations of automated flight systems and their levels of integration. Higher levels of automation provide more options for pilots but also require understanding integration of autopilot, autothrottle and flight management systems. The document emphasizes that pilots must actively monitor automation, understand how it works and be prepared to intervene manually if needed to maintain safety. It provides best practices such as using the appropriate level of automation for each flight phase and verifying that the aircraft is following intended guidance.
This document discusses standard operating procedures and normal checklists. It emphasizes that strict adherence to SOPs and completing checklists helps prevent incidents and accidents. It notes that the omission of actions is a leading cause of approach and landing accidents. The document provides guidance on initiating, conducting, and interrupting checklists to maximize safety. It also discusses factors that can influence proper checklist usage and the importance of training and reinforcement.
Media Object File Flt Ops Hum Per Seq02syed viquar
This document discusses how CRM (Crew Resource Management) aspects are involved in many aviation incidents and accidents. It provides an overview of key CRM topics like leadership, teamwork, decision making, and error management. Statistical data shows that CRM issues were identified as factors in over 70% of approach and landing incidents. The document emphasizes that CRM training should focus on mitigating risks, effective communication and coordination between crew members, and creating a culture where nothing is taken for granted.
Media Object File Flt Ops Rwy Ops Seq01syed viquar
Runway incursions are a major safety issue involving unintended presence on runways. They can occur at any airport and in any weather conditions. Contributing factors include low visibility, complex airport layouts, ATC communication issues, and flight crew lack of situational awareness. Best practices for pilots include thorough preparation and briefing of taxi routes, strict communication procedures, knowledge of airport signs and markings, and techniques like writing down clearances and monitoring progress.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Media Object File Flt Ops Hum Per Seq01syed viquar
This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
Media Object File Flt Ops Ops Env Seq07syed viquar
This document provides information about wake turbulence - the trailing vortices that form behind an aircraft in flight. It discusses the risks posed by wake turbulence, especially during approach. Statistical data shows that most wake turbulence accidents involve light aircraft and occur on approach. Environmental factors like wind conditions and stable atmospheres can increase wake turbulence risks. Pilots should request additional separation from heavy aircraft in risky situations and be aware of surrounding traffic to avoid hazardous wake vortices.
Media Object File Flt Ops Supp Tech Seq01syed viquar
1. The document discusses techniques for safely operating aircraft in different environments and conditions, focusing on proper use of altimeters and altitude callouts.
2. Setting the altimeter correctly is critical, as errors can lead to altitude deviations that increase safety risks. Different units of measurement, atmospheric conditions, and transition levels must be carefully managed.
3. Radio altimeter callouts should follow standard procedures tailored to the approach and terrain to enhance crew awareness of altitude above ground level. Low outside air temperatures require altitude corrections to account for differences between true and indicated altitude.
This document discusses standard operating procedures (SOPs) and their importance for flight safety. Some key points:
- Strict adherence to SOPs helps prevent crew errors, anticipate threats, and enhance safety. Proper CRM is not possible without following SOPs.
- Statistical data shows the leading causes of approach-and-landing accidents are related to not following SOPs, including omissions of actions, non-adherence to stabilized approach criteria, and inadequate crew coordination.
- Airbus SOPs are designed to reflect the aircraft design and operating philosophies, and promote optimal use of features. Operators can adopt or customize SOPs, with potential deviations requiring approval.
Media Object File Flt Ops Toff Dep Seq08syed viquar
This document provides guidance on responding to a stall warning activation during takeoff. It discusses factors that can lead to stall warnings at takeoff like weather, human factors, and aircraft systems issues. It recommends techniques for recovery depending on altitude, including maintaining an optimum 12.5 degree pitch attitude at liftoff to avoid ground contact. Prevention strategies are also covered, like ensuring a clean aircraft, being aware of windshear, and carefully planning takeoff performance. Briefings should emphasize these points to prepare flight crews to respond appropriately if a stall warning occurs.
Media Object File Flt Ops Toff Dep Seq04syed viquar
This document discusses takeoff and departure operations, focusing on the "stop or go" decision during takeoff roll. It provides background on statistical data showing a decrease in rejected takeoff incidents from the 1960s to 1990s. It then covers operational standards for the decision, with the captain deciding whether to stop below 100 knots and only stopping above 100 knots for severe issues. Factors that influence the decision are discussed, as well as prevention strategies like briefings and callouts to aid the decision-making process. The goal is to help flight crews make well-informed, timely decisions for safe takeoff operations.
Media Object File Flt Ops Supp Tech Seq07syed viquar
This document provides guidelines for flight crews to identify and handle engine malfunctions. It discusses how to identify issues like engine fires, tailpipe fires, stalls, and flameouts. Engine fires and tailpipe fires present differently and require different procedures. Engine stalls can be recoverable without action, or may require reducing thrust. Proper identification and response are important to prevent accidents from engine malfunctions.
The document provides guidelines for conducting effective briefings to ensure mutual understanding among crew members. It discusses the importance of briefings in reducing accidents, and outlines the objectives and techniques for effective briefings. Specifically, it provides detailed recommendations for conducting takeoff, approach, and cruise briefings, including reviewing aircraft status, NOTAMs, weather, performance data, routes, checklists and more. Briefings should be structured, concise and encourage participation to confirm understanding.
Media Object File Flt Ops Ops Env Seq06syed viquar
Flying through volcanic ash clouds should be avoided due to the hazards they pose to aircraft. Volcanic ash can damage aircraft surfaces and engines, potentially causing partial or total engine power loss. Crews must be informed of potential ash clouds through advisory centers and updated briefings. If encounter cannot be avoided, crews should exit the cloud quickly and follow manufacturer procedures which may include decreasing thrust and turning on anti-ice systems.
A review of the growth of the Israel Genealogy Research Association Database Collection for the last 12 months. Our collection is now passed the 3 million mark and still growing. See which archives have contributed the most. See the different types of records we have, and which years have had records added. You can also see what we have for the future.
हिंदी वर्णमाला पीपीटी, hindi alphabet PPT presentation, hindi varnamala PPT, Hindi Varnamala pdf, हिंदी स्वर, हिंदी व्यंजन, sikhiye hindi varnmala, dr. mulla adam ali, hindi language and literature, hindi alphabet with drawing, hindi alphabet pdf, hindi varnamala for childrens, hindi language, hindi varnamala practice for kids, https://www.drmullaadamali.com
The simplified electron and muon model, Oscillating Spacetime: The Foundation...RitikBhardwaj56
Discover the Simplified Electron and Muon Model: A New Wave-Based Approach to Understanding Particles delves into a groundbreaking theory that presents electrons and muons as rotating soliton waves within oscillating spacetime. Geared towards students, researchers, and science buffs, this book breaks down complex ideas into simple explanations. It covers topics such as electron waves, temporal dynamics, and the implications of this model on particle physics. With clear illustrations and easy-to-follow explanations, readers will gain a new outlook on the universe's fundamental nature.
Main Java[All of the Base Concepts}.docxadhitya5119
This is part 1 of my Java Learning Journey. This Contains Custom methods, classes, constructors, packages, multithreading , try- catch block, finally block and more.
Executive Directors Chat Leveraging AI for Diversity, Equity, and InclusionTechSoup
Let’s explore the intersection of technology and equity in the final session of our DEI series. Discover how AI tools, like ChatGPT, can be used to support and enhance your nonprofit's DEI initiatives. Participants will gain insights into practical AI applications and get tips for leveraging technology to advance their DEI goals.
How to Make a Field Mandatory in Odoo 17Celine George
In Odoo, making a field required can be done through both Python code and XML views. When you set the required attribute to True in Python code, it makes the field required across all views where it's used. Conversely, when you set the required attribute in XML views, it makes the field required only in the context of that particular view.
This presentation was provided by Steph Pollock of The American Psychological Association’s Journals Program, and Damita Snow, of The American Society of Civil Engineers (ASCE), for the initial session of NISO's 2024 Training Series "DEIA in the Scholarly Landscape." Session One: 'Setting Expectations: a DEIA Primer,' was held June 6, 2024.
বাংলাদেশের অর্থনৈতিক সমীক্ষা ২০২৪ [Bangladesh Economic Review 2024 Bangla.pdf] কম্পিউটার , ট্যাব ও স্মার্ট ফোন ভার্সন সহ সম্পূর্ণ বাংলা ই-বুক বা pdf বই " সুচিপত্র ...বুকমার্ক মেনু 🔖 ও হাইপার লিংক মেনু 📝👆 যুক্ত ..
আমাদের সবার জন্য খুব খুব গুরুত্বপূর্ণ একটি বই ..বিসিএস, ব্যাংক, ইউনিভার্সিটি ভর্তি ও যে কোন প্রতিযোগিতা মূলক পরীক্ষার জন্য এর খুব ইম্পরট্যান্ট একটি বিষয় ...তাছাড়া বাংলাদেশের সাম্প্রতিক যে কোন ডাটা বা তথ্য এই বইতে পাবেন ...
তাই একজন নাগরিক হিসাবে এই তথ্য গুলো আপনার জানা প্রয়োজন ...।
বিসিএস ও ব্যাংক এর লিখিত পরীক্ষা ...+এছাড়া মাধ্যমিক ও উচ্চমাধ্যমিকের স্টুডেন্টদের জন্য অনেক কাজে আসবে ...
How to Manage Your Lost Opportunities in Odoo 17 CRMCeline George
Odoo 17 CRM allows us to track why we lose sales opportunities with "Lost Reasons." This helps analyze our sales process and identify areas for improvement. Here's how to configure lost reasons in Odoo 17 CRM
This presentation includes basic of PCOS their pathology and treatment and also Ayurveda correlation of PCOS and Ayurvedic line of treatment mentioned in classics.
1. Cabin Operations
Flight Operations Briefing Notes Cabin Decompression Awareness
Flight Operations Briefing Notes
Cabin Operations
Cabin Decompression Awareness
I Introduction
Aircraft have cabin air systems that control pressurization, airflow, air filtration, and
temperature. The purpose of these systems is to provide a safe and comfortable cabin
environment, and to protect all cabin occupants from the physiological risks of high
altitudes. Modern aircraft are now operating at increasingly high altitudes.
This increases the physiological risks that are associated with decompression.
In the case of decompression, there is a risk that not enough oxygen will be supplied to
the body. This condition, hypoxia, is the greatest threat to both crewmembers and
passengers.
A recently published accident report, involving a case of slow decompression,
suggested that the overall aviation industry does not provide sufficient training to flight
crew and cabin crew on the identification and effective management of decompression.
The objectives of this Flight Operations Briefing Note are, therefore, to:
• Review the different types of decompression
• Enhance cabin and flight crew awareness of the importance of rapidly taking
appropriate actions to successfully manage decompression.
Page 1 of 12
2. Cabin Operations
Flight Operations Briefing Notes Cabin Decompression Awareness
II Types of Decompression
The risk of a pressurized cabin is the potential for cabin decompression. This can occur
due to a pressurization system malfunction, or damage to the aircraft that causes
a breach in the aircraft structure, enabling cabin air to escape outside the aircraft, for
example loss of a window, or a breach in the aircraft fuselage due to an explosion.
The loss of pressurization can be slow - in case of a small air leak - while a rapid or
explosive decompression occurs suddenly, usually within a few seconds.
The consequences of decompression, and its impact on cabin occupants, depend on
a number of factors, including:
• The size of the cabin: The larger the cabin, the longer the decompression time
• The damage to the aircraft structure: The larger the opening, the faster
the decompression time
• The pressure differential: The greater the pressure differential between the cabin
pressure and the external environmental pressure, the more forceful
the decompression.
When cabin pressure decreases, cabin occupants are no longer protected from
the dangers of high altitudes, and there is an increased risk of hypoxia, decompression,
illness, and hypothermia. It is, therefore, important that crewmembers recognize
the different types of decompression, react effectively to overcome the difficulties
associated with a loss in cabin pressure.
II.1 Rapid/Explosive Decompression
Rapid/Explosive decompression results in a sudden loss in cabin pressure, and can be
recognized by the following signs:
• A loud bang, thump or clap that is the result of the sudden contact between
the internal and external masses of air
• Cloud of fog or mist in the cabin that is due to the drop in temperature, and
the change of humidity
• Rush of air, as the air exits the cabin
• A decrease in temperature, as the cabin temperature equalizes with the outside air
temperature
• The release of the cabin oxygen masks, when the cabin altitude reaches 14 000
feet.
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If a breach in the aircraft structure is the cause of the decompression:
• Unsecured items in the immediate area are ejected from the aircraft
• Debris may fly around the cabin
• Loose items may become projectiles
• Dust particles may limit visibility.
In the case of rapid/explosive decompression, there may be a lot of confusion due to
the high noise level and fog that makes it difficult to communicate in the cabin.
II.2 Slow/Insidious Decompression
Slow/Insidious decompression involves a very gradual decrease in cabin pressure. Slow
decompression may be the result of a faulty door seal, a malfunction in
the pressurization system, or a cracked window.
Slow decompression may not always be obvious. The cabin crew may not notice
the changes in the cabin, until the oxygen masks drop down from the Passenger
Service Units (PSUs). Therefore, the cabin crew must be aware of signs that could
indicate a slow decompression. In some cases an unusual noise, such as whistling or
hissing sound around the door areas, may be an indication of a slow decompression,
therefore the flight crew should be notified immediately.
One of the first physiological indications of a slow decompression may be ear
discomfort or ‘popping’, joint pain, or stomach pain due to gas expansion.
III Hypoxia
As mentioned, the greatest danger during decompression is hypoxia. To prevent
crewmembers from becoming significantly impaired or incapacitated, the cabin crew
must continuously observe passengers and crewmembers for the signs and symptoms
of hypoxia. The effects of hypoxia (lack of oxygen) cannot be over emphasized.
It is important for the cabin crew to realize that even mild hypoxia, though not fatal,
can have fatal results. This is because hypoxia can significantly reduce
the crewmembers ability to perform, and consequently lead to errors that may be fatal.
The insidious nature of hypoxia causes a subtle decrease in individual performance,
followed by incapacitation, the symptoms may not be identified until it is too late.
The most common type of aviation hypoxia is quot;hypoxic hypoxiaquot;, that occurs due to low
partial pressure of oxygen in the arterial blood. If oxygen is not used immediately in
hypoxia cases, it is possible that occupants become incapacitated and lose
consciousness in a very short time.
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III.1 Physiological and Psychological Effects of Hypoxia
It is important that cabin crewmembers be aware of the symptoms of hypoxia in
themselves and in others. During a decompression incident, some of the passengers
may show signs of hypoxia: Some may appear to be dizzy and laughing and some may
not be bothered to put on their oxygen masks.
It is necessary to remember that each person may not react in the same way, and that
the symptoms of hypoxia may manifest themselves differently in each individual.
Initial signs of hypoxia include:
• Stomach pain due to gas expansion
• Tingling sensation in the hands and feet
• Cyanosis (blue discoloration of the lips and fingernails)
• Increased rate of breathing
• Headache
• Nausea
• Light-headedness
• Dizziness
• Sweating
• Irritability
• Euphoria
• Ear discomfort.
These symptoms become more pronounced with the lack of oxygen, for example:
• Impaired vision
• Impaired judgment
• Impaired motor skills (not able to coordinate body movements)
• Drowsiness
• Slurred speech
• Memory loss
• Difficulty to concentrate.
Hypoxia can cause a false sense of well-being. It is possible for a person to be hypoxic
and not be aware of their condition. Therefore, it is important that the cabin crew
recognizes the signs of hypoxia, and provides oxygen as soon as possible, in order to
prevent a loss of consciousness. The affected passenger or crewmember usually
recovers a few minutes after receiving oxygen. However, they may not be aware of
having lost consciousness.
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III.2 Time of Useful Consciousness
The time of useful consciousness refers to the time available to individuals to perform
their tasks, after they have been deprived of oxygen, but are still aware of their
environment and capable of controlling their actions.
It is important for the cabin crew to realize that the time of useful consciousness is
different for each individual, and depends on the:
• Altitude
• Individual’s state of health
• Amount of activity.
The cabin crew must remember that, in cases of continued physical activity, the time of
useful consciousness (Table 1) is significantly reduced.
TIME OF USEFUL CONSCIOUSNESS
Altitude Moderate Activity Sitting Quietly
22 000 feet 5 minutes 10 minutes
25 000 feet 2 minutes 3 minutes
28 000 feet 1 minute 1.5 minutes
30 000 feet 45 seconds 1.25 minutes
35 000 feet 30 seconds 45 seconds
40 000 feet 18 seconds 30 seconds
Carlyle, 1963
Table 1
Time of Useful Consciousness Table at Various Altitudes
Note:
It is important to emphasize that this table is only a guideline, and provides average
values that can increase or decrease, depending on the skills needed to accomplish
a task, on the individual’s health, and on the amount of activity. For example, the time
of useful consciousness for a cabin crewmember involved in moderate activity is
significantly less, compared to a passenger that is sitting quietly.
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The following are some other factors that can contribute to reducing the time of useful
consciousness:
• Fatigue: A person who is physically or mentally fatigued will have an increased risk
of hypoxia
• Physical effort: During physical activity, there is an increased need for oxygen,
an increased risk of hypoxia and, as a result, a decrease in the amount of useful
consciousness time
• Alcohol: Alcohol can significantly affect behavior, and can increase the risk of
hypoxia, in addition to aggravating some of the behavioral changes resulting from
hypoxia.
IV Cabin Decompression Procedure
In 1995, a study conducted by the Civil Aero Medical Institute (CAMI) in the United
States, entitled “Flight Attendant Procedures in a Decompression”, revealed that
accident investigators, and safety inspectors reported that cabin crew did not follow
the recommended procedures during decompression. This study resulted in a Flight
Standards Information Bulletin (FSIB released by the FAA), that provides
the recommended procedures in a cabin decompression event.
IV.1 Immediate Actions
In the case of decompression the immediate use of oxygen is critical. Therefore,
the first actions to be performed by the cabin crew are:
• Immediately don the nearest oxygen mask
• Sit down fasten your seat belt, or grasp a fixed object
• Hold on.
If the cabin crew is not able to sit down or grasp a fixed object, they should wedge
themselves between passengers and ask passengers for assistance. For example, in
one cabin decompression event, a cabin crewmember was saved from ejection out of
the aircraft, because a passenger was holding on to the cabin crewmember's ankle.
The priority of the cabin crew is to consider their personal safety.
Incapacitated or injured cabin crewmembers will not be able to assist other cabin
crewmembers and passenger during the post-decompression phase.
V Cabin - Cockpit Communication
During any emergency, effective crew communication is critical to a successful
outcome. Effective Crew Resource Management (CRM) involves cooperation and
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communication between the flight and cabin crew. In many abnormal and emergency
situations, the cabin crew plays an important role in helping the flight crew to identify
and resolve developing problems.
Many incident and accident reports have revealed that effective crew communication,
between flight and cabin crew, can make the difference between an accident and
an incident. It has also been revealed that ineffective communication between the flight
and cabin crew has contributed to the severity of an accident.
V.1 When in Doubt
Cabin crew are trained to anticipate the occurrence of specific actions during specific
events. In the case of decompression, for example, it would be quite reasonable for
the cabin crew to expect the flight crew to make an emergency descent. However,
when the expected does not happen, how should the cabin crew react if the oxygen
masks deploy and the aircraft continues to climb?
This type of scenario was stated in a recently published accident report involving a slow
decompression. In this accident, the aircraft continued to climb.
Today, this type of scenario is rare. However it is important to consider how the cabin
crew should react in this type of event.
In this case, the cabin crewmember seated closest to the cockpit, should immediately
notify the flight crew of the oxygen mask deployment, and also to confirm that
the flight crew have donned their oxygen masks.
This highlights the importance of crew communication. It is vital to the safety of
the flight that open communication is maintained between the cabin crew and the flight
crew.
When the expected does not happen, the cabin crew must take the initiative to
seek and find an explanation.
If the cabin crew suspects that the safety of the flight is at risk, or that there is
any indication of an abnormal situation, the cabin crew must immediately notify
the flight crew.
V.2 Crew Communication in a Noisy Environment
In the case of rapid/explosive decompression, the level of noise will be very high.
Therefore, this makes communication difficult between the flight crew and the cabin
crew, and equally between the cabin crew and the passengers. Due to the fact that
effective communication is vital during any emergency, the cabin crew should use any
available form of communication. For example, in several accidents involving
rapid/explosive decompression, cabin and flight crews were forced to communicate via
hand signals and gestures. Cabin crewmembers must, therefore, be prepared to
improvise and use their imagination!
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VI Post Decompression
After a decompression, when the aircraft reaches a safe altitude, the cabin crew can
move around the cabin, and should use the portable oxygen cylinders until they are
confident that they can breathe without support.
When the emergency descent is completed, and a safe altitude is reached, the cabin
crew should consider their oxygen requirements. Due to the physical activity at
an increased altitude, the cabin crew may still be exposed to hypoxia. Oxygen
deprivation can be insidious and the cabin crew may not be the best judges of their
own oxygen intake after decompression.
After cabin decompression, the cabin crew should:
• Check on the flight crew, and be prepared to assist in the case of pilot
incapacitation
• Check passengers for any injuries
• Check the cabin for any damage
• Provide first-aid and oxygen, as necessary
• Report the cabin status to the flight crew.
VII Oxygen Systems
When the cabin altitude rises above 14 000 feet, the oxygen masks stored above
the passenger seats, in the lavatories, galleys, and crew stations will deploy
automatically. The flight crew may also manually deploy the oxygen mask system.
Oxygen masks are stowed in groups and have a release pin, connected to a lanyard.
Pulling one mask is sufficient to activate the oxygen flow for all the other masks of
the same group.
The following two types of oxygen are available on the aircraft:
• Chemical
• Gaseous.
VII.1 Chemically-Generated Oxygen System
As soon as an oxygen mask is pulled down, and the release pin is removed,
oxygen begins to flow to the mask. It is not possible to stop the flow of oxygen after it
has started.
The chemical generator creates heat, and therefore results in a burning odor where
dust has gathered. This is normal, however, passengers may become concerned with
the smell of burning associated with the oxygen generators.
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Therefore, the cabin crew should make a passenger announcement, when it is safe to
do so, that there is a possibility of a smell of burning associated with the normal
operation of chemical oxygen generator systems.
VII.2 Gaseous Oxygen System
The activation of the gaseous system depends on cabin altitude. On the other hand,
chemically generated oxygen does not depend on the aircraft altitude.
There are a number/A large amount/A specific amount of high-pressure oxygen bottles
that supply gaseous oxygen to the cabin. This gaseous oxygen system does not
generate a burning odor, because no heat is generated.
VII.3 Portable Oxygen Cylinders
Oxygen cylinders are located throughout the cabin. The number and location of
the oxygen cylinders varies, depending on the aircraft cabin configuration.
Zodiac AVOX Systems
Figure 1
Portable Oxygen Cylinder Assembly
VIII Factors Affecting Compliance with Operational Standards
The analysis of in-service events has revealed that operating standards may not be
effective, or applicable, in the following situations:
• The cabin crew does not recognize the indications of slow decompression, and
continues to perform their tasks in the cabin as usual
• The cabin crew does not have sufficient hypoxia information and training
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• There is a lack of cabin crew procedures, applicable to a loss in cabin pressure,
oxygen mask deployment, and aircraft continuation of climb. Often, the procedures
do not sufficiently emphasize the importance of immediately donning the nearest
oxygen mask
• The cabin crew does not apply the procedures correctly. For example, oxygen
masks are removed during decompression, causing incapacitation
• There is a lack of communication between the cabin and flight crew. For example,
the cabin crew does not notify the flight crew of oxygen mask deployment in
the cabin.
IX Prevention Strategies
It is important for flight and cabin crews to be able to identify the different types of
decompression, and immediately react appropriately in order to ensure flight safety and
limit the risk of hypoxia. This can be achieved through appropriate training, including:
• Enhanced training which includes, how to identify the different types of
decompression
• Developing an increased awareness of the signs and symptoms of hypoxia,
the effects of hypoxia on performance, and the importance of immediately using
oxygen
• Understanding the need for good communication, coordination and cooperation,
between the flight crew and the cabin crew.
X Summary of Key Points
• Operators should stress in their procedures, initial and recurrent emergency
training, that the first and immediate action for all crewmembers during
decompression is to immediately don the nearest oxygen mask
• Operators should incorporate comprehensive guidance material and information on
hypoxia in:
− Flight and cabin crew training manuals
− Flight and cabin crew initial and recurrent training courses.
• Operators should ensure that these courses emphasize the need for effective
communication, coordination, and cooperation between the flight crew and
the cabin crew.
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XI Associated Flight Operations Briefing Notes
The following Flight Operations Briefing Note can be consulted for additional information
about crew communication:
• Crew Communication
XII Regulatory References
• FAA Flight Standards Information Bulletin for Air Transportation – Use of Oxygen
Mask by Cabin Crew During Decompression - http://www.faa.gov/
• FAA Advisory Circular – AC 61-107A - Operations of Aircraft at Altitudes Above
25,000 feet MSL and/or Mach Numbers (Mmo) Greater than .75 -
http://www.airweb.faa.gov/
• FAA Advisory Circular – AC 120-48 – Communication and Coordination between
Flight Crewmembers and Flight Attendants - http://www.airweb.faa.gov/
• United Kingdom CAA - Flight Operations Department Communication – FODCOM
1/2003 - http://www.caa.co.uk
XIII Airbus References
• A320 Family, A330, A340 & A380 Cabin Crew Operations Manuals
• Getting to Grips with Cabin Safety (Brochure)
• Safety First (The Airbus Flight Safety Magazine) – Issue # 03 – December 2006 –
Pages 30-35 - Hypoxia an Invisible Enemy – Cabin depressurization effects on
human physiology.
XIV Additional Reading Materials
• Flight Safety Australia Magazine Article – Dizzying Heights - March–April 2004 -
• Flight Safety Australia Magazine Article – November 1999
Note:
These articles can be found on the Australian Civil Aviation Safety Authority website -
http://www.casa.gov.au/.
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This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.
This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.
In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.
Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.
Airbus Customer Services
Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference: FLT_OPS – CAB_OPS – SEQ 09 – REV 01 – APR. 2007
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