RCDL Safety E-Magazine -3rd Quarter2015- Edition-19

July’15 to September’15 (Third Quarter of 2015) 19th EditionPublished By-Flight Safety DepartmentReliance Commercial Dealers LimitedReliance Hangar, Gate No-08, Old Airport, Kalina Military Camp, Santacruz (E), Mumbai-29, India This RCDL Flight Safety E-Magazine is published for internal Safety Communication Purpose only.

Flight Safety E-Magazine ACKNOWLEDGEMENTThe posting of stories, articles, reports and documents in this magazine does not in any way, implyor necessarily express or suggest that all the information is correct. It is based on details gatheredfrom various sources and is for information purpose only. The Flight Safety Department is makingthis material available in its efforts to advance the understanding of safety. It is in no wayresponsible for any errors, omissions or deletions in the reports.If you have an article proposal, manuscript or technical paper that you believe would make auseful contribution to the on-going dialogue about aviation safety, Flight Safety department willbe glad to publish. Utmost importance will be given to your valuable comments and feedback.Please do send an E-Mail to: [email protected] you will enjoy reading this issue and the safety updates will keep you updated with what ishappening within RCDL. The articles published are for your reading pleasure and understandingthe safety culture.Happy Reading!!Warm Regards,Saurabh Tyagi(Chief of Flight Safety)S. No. TABLE OF CONTENTS Page No. Subject 11 Cover Page - Acknowledgement 2 Page12 Flight Safety Updates 3-64 Voluntary and Anonymous Hazard Reports 73 Safety Awareness Programme 8 - Safety Bulletins and SMS Training 9-114 RCDL Updates - Technical Specifications - Global 6000 12-145 Article– Ground Handling and Safety Practices 166 Safety Advisory Article- Smoke Toxicity7 Safety Promotion Posters and Something Interesting 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-MagazineFLIGHT SAFETY UPDATES1. Internal Safety Audit & SurveillanceFlight Safety Department conducted Internal Safety Audit on 20th to 22nd June’2015:To check the efficacy of the operations and management systems through a systemic audit process,Flight Safety Department conducted the Safety surveillance of entire organisation and submitted thereport to the management. Points weretaken up and closed successfully before Internal Audit & DGCA Audit FIndingsThird party audit. 2012 - 2015 (Excluding 20-21 August 2015 DGCA Audit Findings)Internal Audit & Surveillance Benefit: Internal Audit DGCA AuditFlight Safety Department is conductingregular surveillance of Operations and 72 56other area to keep the operations safe 46and the regular safety audit and 53 54surveillance has benefited us as the 26 24observations were closed internally 4before Regulatory Audit, benefitting inclosing of core standing issues. 2012 2013 2014 2015-Till Date2. Regulatory Audit of RCDL A. DGCA, Western Region Air Safety Surveillance on 30th June’2015 :Annual Regulatory Surveillance was conducted by the office of DGCA Western Region in the area ofFlight Safety Set-Up, FOQA Monitoring, and Pre-Flight Medical Checks. All the findings weresuccessfully implemented and closed.B. DGCA, HQ, Delhi Annual Audit on 20-21 August’2015:Regulatory Audit of RCDL was conducted by the DGCA headquarter on 20th and 21st August 2015,awaiting Non-Compliance Report. However, departments have been informed on the same.3. Audit of Service partner (FOQA) NeST Aerospace, Bengaluru:NeST Aerospace is our service partner for FOQA (Flight Operational Quality Assurance) monitoring,Flight Safety Team visited Office of NeST Aerospace at Bengaluru to observe the process of Flight dataAnalysis.Flight Data Analysis is process of analysing recorded flight data in order to improve the safety of flightoperations. Operational Flight Data Monitoring (FDM) is the pro-active use of recorded flight datafrom routine operations to improve safety.4. Audit of Ground Handling Agent – Celebi NAS: Page2Audit of ground Handling Agent M/s. Celebi Nas was conducted by Quality Assurance and Flight SafetyDepartment of RCDL. 30 findings were raised, which later on discussed with Management of M/s.Celebi Nas. **** 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-MagazineHAZARD REPORTS - VOLUNTARY & ANONYMOUS1. ACTION- Quality Manager andMRO: On various occasions it wasobserved that outsourced staff (MROTechnicians and Celebi-Nas cleaners)was working on Ramp in Casualfootwear, Slipper/Floater and evenbarefooted. Engineering manager havebeen advised and the same is notexpected to be repeated again.2. ACTION- Quality Manager andMRO: The Step Ladder used forloading/unloading of baggage in hold, isbeing marked with clear instructions - \"1PERSON ONLY\". However, 2-3 personare stepping on it at a time to loadbaggage. 3. Voluntary Report by one of our Captain (Closed): “Operated at Night (pitch darkness) in rains and poor visibility to Jamnagar and Marshaller did not have BRIGHT / LIGHTED marshalling wand's to safely guide aircraft and signalling purposes.” Additional marshalling wands were purchased and dispatched to Jamnagar station by flight safety department. ‘Thank you Captain’ Cheers!4. ACTION- Quality Manager and GM Engineering: On various occasions MRO Engineers and Technicians were found working on Ramp/Aircraft without AMM/Task Cards. Human brain have a tendency to forget. It holds small amounts of data for a very short time, which is to be used immediately. Mental repetition may be required to achieve the task, but once completed the information is lost within 30 seconds and replaced with the next set of data we need.5. ACTION- Admin Department (Closed): Inside the hangar, FOD bins (both DRY and WET) were found to be filled with Garbage which includes Edible items. It was discussed with Admin department to monitor it and clean it regularly to avoid any edible item to be thrown in FOD bin, as it may attract birds inside the hangar premises and increases bird activity. Admin department was informed to clean the FOD bins. Outsourced workforces was briefed to not throw edible item in FOD bins. Page319th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine 6. ACTION- Quality Manager and MRO: On various occasions MRO engineers and technicians were found sitting on the TOWBAR while connected to the aircraft. Do our Towbar is manufactured to take push-pull loads rather vertical static loads? 7. Voluntary Report by one of our Captain (Closed): Go Around due some unavoidable circumstances at Jabalpur was reported by one of the captain. “VERY GOOD Captain” keep it up!!8. ACTION- FlightSafety: Few of the pilotand security staff werefound walking on theramp/apron withoutwearing Safety Vest(Ramp Jacket). It is amandatoryrequirement to wearsafety vest in the bestinterest of your ownprotection! Flight SafetyCircular 01 of 2015 andDGCA Air Safety Circular04 of 2007 mandatesthe requirement to wearPPE (personal protectiveequipment) whileworking on theApron/Ramp.9. ACTION- Quality Manager and MRO: On many Occasions it was observed that MROtechnicians / Wing walkers do not perform wing walking as per set procedures. Repeatedly, MROStaff was found least situational aware and busy on mobile while towing is in progress. Page4 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page510. Voluntary Report by one of our Staff-ACTION- Admin Department (Closed): “Fireextinguisher in F&B stores was removed for fixingon the wall but the same not fixed. Reasons notknown.” Also there was no Fire extinguisher in theBasement to avoid any uncertainties. – Admindepartment was informed and briefed regardingthe same and Fire extinguishers were placedimmediately in F&B store/office and basementstore.11. Voluntary Report by one of our Staff(Closed)-While carrying out pre-flight check on VT-DHA, it was noticed that the fire extinguisher positioned inaft cupboard opposite the washroom was kept lying in horizontal position whereas it has to be keptin vertical position.12. Anonymous Report by one of our Staff (Closed)-“One of the ropes, used to tie safety harness duringcleaning and maintenance exercises at hangar wastorn and short in length. (Someone tied some clothwith the rope to extend its length.) The specific ropewas repaired immediately and Aircraft Cleaning wasdeferred till repair of the rope. 13. ACTION – Admin and Flight Safety: It was observed that Outsourced workforce/vendors working at hanger were not using safety harness while working. Procedure was made that whenever any vendor/workforce comes for any work at Hangar premises, admin department will inform flight safety department so that they can be supervised and briefed regarding safety precautions and preventive action can be taken accordingly. **** 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page6 SAFETY AWARENESS PROGRAMME1. Internal Safety Bulletin 03 of 2015: PRECAUTIONS – MONSOON HAZARDS:In this issue of Safety Bulletin Safety Hazards of Monsoon Flying were emphasised, also few of theprecautions during Pre-Flight, During-Flight, and Post-Flight, were detailed to make all RCDL air crew/maintenance personnel and operational personnel aware regarding hazards during monsoon season.2. SMS (Safety Management System) Training:On 24th July’2015, SMS training was conducted by Flight Safety Department at a third party facility(Jet Airways Hangar). 10 RCDL Personnel including Air Crew, Cabin Crew, and Operations Staffattended the training. Certificates has also been given for completion of SMS and Safety AwarenessTraining Capsule.40 RCDL Staff have been trained by Flight Safety Department for SMS (Safety Management System)and HIRA (Hazard Identification and Risk Assessment) in last 06 month. 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine RCDL UPDATESTECHNICAL SPECIFICATIONS – VT-AHI (GLOBAL 6000)As our Founder Chairman Late Sir Dhirubhai Ambani Quoted: “GROWTH IS LIFE”. RCDL is growingrapidly and a brand new aircraft recently we have added VT-AHI Bombardier Global 6000 (SerialNumber- 9651) in our fleet.A maximum range of 6,000 nautical miles (equal to 6,900 miles) makes this aircraft most appropriatefor medium-to-long international flights. The service ceiling (max cruise altitude) of 51,000 feet isextremely high for this type of aircraft. This Bombardier aircraft normally cruises at a speed of 513knots, equivalent to 590 mph. If time is of the essence, it can safely fly as fast as Mach 0.89. The LRC(long-range cruise) speed at which this aircraft attains its maximum range is 488 knots (561 mph),roughly the same velocity as similar models.BASIC DETAILS PERFORMANCEAircraft Type: Global 6000 Series BD700- Maximum speed: Mach .89 (513kt, 590mph, 9501A10 (New Aircraft) km/h)Manufacturer’s Serial Number- 9651 Cruise speed: Mach .85 (488kt, 562mph, 904 km/h) Range: 5,200nmi (9,360km)Engines: Rolls-Royce Deutschland BR710A2- Service Ceiling: 51,000ft (15,000m)20 turbofans Balanced Field Length- 5,540ft (1,689 m) Landing Distance- 2,670ft (814 m)Thrust: 14,750 lb. (65.6kN) Flat rated to ISA + Take-off Distance - 6,476ft (1,974m)20°CAuxiliary Power Unit- HONEYWELL RE220(GX)Total Number of Hours Flown Since Operating Altitude:Manufacture: Maximum Operating Altitude- 51,000ft (15,545m)Aircraft Hours: 47:24 Landings- 17 Initial Cruise Altitude- 41,000ft (12,497m)Engine Hours: 47:24 – 22Cycles (Both WEIGHTSEngines) DIMENSIONS Maximum Ramp Weight - 99,750lbs / 45,246kgs Maximum Take-off Weight - 99,500lbs /Exterior Length - 96ft 10in (29.5m) 45,132kgsWingspan - 94ft 0in (28.7m) Maximum landing Weight - 78,600lbs /Wing area - 1,022ft 2in (94.8m) 35,652kgsHeight - 25ft 6in (7.8m) Maximum zero fuel Weight - 58,000lbs /Interior Cabin length - 42ft 5in 26,308kgs(13.18m) Basic Empty Weight - 52,315lbs / 23,730kgsCabin width centreline - 8ft 17in Dry Operating Weight- 52,878lbs / 23985kgs(2.49m) Maximum fuel weight – 43,720lbs / 19,831kgsCabin width floor line- 6ft 9in (2.11m) Maximum Payload (with Fuel Tank full) –Cabin Height- 6ft 25in (1.91m) 2901lbs/ 1316kgsCabin Floor Area- 317 ft² (29.4 m²) Maximum Number of Passengers- 14Cabin Total Volume- 1,884 ft³ (53.9 m³) Maximum Number of Crew- 02 Cockpit + 01 Cabin Crew Cabin height - 6ft / 2in 1.88m Page719th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page8 ARTICLE: GROUND HANDLING AND SAFETY PRACTICESGround handling is a key component of the air transport logistics supply chain as it facilitates themobility of cargo and people from one destination to another. Ground handling facilitatesinternational trade hence its existence is critical to the competitiveness of a nation. Airline businessesusually overshadow ground handling due to the historical dominance of airlines in the aviation industry. The importance and effectiveness of the ground handling function as part of the air transport business is fast becoming a global issue as the industry is slowly emerging. Ground handling work performance is an important part of the civil aviation flight cycle. Safe and efficient performance in handling aircraft has to be maintained and concerns both the aircraft and frontline personnel. Safety and economy are strongly coupled in this type of operation. Safety management of ground handling is one of the issues that still need follow- up. There are times when we are doing everything right.Crossing a pedestrian crossing, for example – with the light indicating that we can cross. We shouldbe able to let our guard down knowing we are safe. But accidents can still happen. Life can find a wayto turn things upside down when we least expect it.And so it is with ground handling. We work in what can be an unforgiving environment each day.Engine exhaust, heavy equipment and flammable fuels can pose more risks than we can count. Theold cliché “out of sight out of mind” proves most dangerous since it breeds complacency. The morecomfortable we become with the danger, the easier and further from our focus it drifts, and the easierit can be to fall into it.The first step to take to mitigate these risks is to be aware.Once the plane lands, and after the engines stop whining, there are areas of risk that requiresituational awareness at all times. They include marshalling and parking; safety and security of thepassengers; servicing the aircraft; aircraft security and fuelling.Some pertinent questions to be considered may be:  Who is handling the plane?  Are they properly trained and staffed?  Do they have the proper type and size of equipment for the task to be accomplished?  What is the safety culture like?  Does it tolerate work-around and shortcuts?Aircrafts are extremely expensive to repair, and delays or cancelled flights due to aircraft damage canresult in substantial indirect costs.Well-functioning safety management work plays a decisive role in minimizing the risk for both small-scale accidents (e.g. work injuries; minor damage to aircraft) and large-scale aircraft accidents. 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page9Well-functioning safety management in an organisation is very much dependent on the safety cultureof management as well as workforce levels.In comparison to an aircraft crash it may soundinsignificant, but direct costs associated with aircraftdamage on the apron and in maintenance facilitiesare upwards of $1.2 billion a year. Factoring in theindirect costs of the aircraft being out of service,increased insurance premiums, temporaryreplacement, injuries, and other associated expenses,that number can approach $5 billion.The sad reality is that much of it is preventable withtraining and standardization of best practices.TrainingThe most significant risk factors for ground damageoccur in towing, ramp movements, ground service equipment and hangar movements, which includemaintenance facilities and operations.One common thread running through all of these risk areas is a lack of training. As a manager, thetraining of employees is paramount to a safe operation. Once training is completed, and the employeehas demonstrated proficiency at the task, a system of Recurrent Refresher Training should beestablished to ensure continued proficiency.Best PracticesThere are some basic best practices that go a long way in reducing ground accidents and incidents,the foundation of which is to never ask anyone to do a job or task they have not been trained to do.So keep an open door to questions. Be approachable. Teach others to stop if they are unsure, andembrace a request for assistance. Safety procedures such as the chocking of the main gear at all rampparking situations or while the aircraft is in maintenance sounds a bit elementary, but this is an areathat is subject to being ignored, especially if the aircraft will not be parked for an extended period oftime. A ground marshaller should be used as aircraft arrive and depart from parking spots. Wing walkers are especially helpful when pulling or backing an aircraft into or out of a hangar. Industry best practice tells us that we need two people plus a tug driver when maneuvering the aircraft on the ramp, and three people plus a tug driver when removing or pushing an aircraft into a hangar or tight parking location. The use of warning cones at wing tips and tail to avoid wing overlap hazards are considered preventative best practices. Confirm with the pilot that the brakes are off before beginning to tow the airplane. A trained person in the cockpit as a brake monitor for heavy aircraft is recommended. If you are not familiar with the aircraft type, and have not been properly trained, do not attempt to move the aircraft, leave the aircraft where it is and seek out someone who is familiar before towing. All of the above can be culminated in an integrated and comprehensive safety program for the entire organization. It may not be possible to eliminate all risk as it is inherent in what we do, and the tools and equipment we use to do it, but documenting procedures establishes expectations and sets standards for operational behavior. Furthermore it provides a framework with which to measure accountability and strive for continued improvement. Remember Remaining safe on the ground is everyone’s responsibility. 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page10 SAFETY ADVISORY ARTICLE: SMOKE TOXICITYF The spectre of fire in the air is a pilot’s recurrent nightmare... ire is an integral part of our everyday life, and smoke is one of its products. There have always been efforts to control fire and use it for constructive purposes, but even then, accidental fires do occur and fire continues to cause loss of lives and property.Uncontrolled fires threaten homes, factories, andtransportation systems. The spectre of fire in theair is a pilot’s recurrent nightmare, carried overfrom the early days of fabric covered aircraft,when the time between ignition and loss of theaircraft could be measured in relatively fewminutes.Modern aircraft benefit from flame retardantmaterials and improved fire extinguishing systemsto such an extent that in-flight fires are rareoccurrences.However, survivable crashes followed by firehappen, primarily from fuel spills around the downed aircraft. In the confined environment of anaircraft cabin, the presence of smoke automatically indicates the existence of an emergency situation.Extinguishment of fires obviously has first priority, but smoke inhalation should be recognized as avery real danger while this is being accomplished. Inhalation of toxic gases in smoke is the primarycause of fatalities in most fires this is true whether the fire is in an aircraft cabin, a residentialbedroom, or a high-rise building. Smoke gases do not need to reach lethal levels to seriously impairpilot performance. Sublethal exposures can cause even experienced pilots to make potentially fatalmistakes.In view of the seriousness of any aircraft fire, let us examine the various aspects of fire and smoke.FIRE: Each fire is different. Fire is a complex, dynamic, physicochemical event and is the result of arapid chemical reaction generating smoke, heat, flame, and light. Each fi re is different. Smokecomposition and heat generated in a fire depend on types of burning materials and environmentalconditions.SMOKE: Its gases could be toxic. Smoke is a complex of particulate matter, as well as a variety ofinvisible combustion gases and vapours suspended in the fire atmosphere. Smoke may diminish lightand obscure vision, and its gases could be toxic.SMOKE GASES: Carbon dioxide levels increase and oxygen concentrations decrease.Carbon monoxide and hydrogen cyanide are the two principal toxic combustion gases. Most cabinfurnishings contain carbon and will generate both carbon monoxide and carbon dioxide whenburned; carbon monoxide can also be released from faulty cabin heaters. Burning wool, silk, andmany nitrogen- containing synthetics will produce the more toxic hydrogen cyanide gas. Irritantgases, such as hydrogen chloride and crolein, are generated from burning wiring insulation andsome other cabin materials. Generally, carbon dioxide levels increase and oxygen concentrationsdecrease during fires.SMOKE EFFECTS: At high altitude, the effects are greatly enhanced.Visual smoke can delay escape from a fire, while the irritant gases can induce tears, pain, anddisorientation. 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page11The visual obscuration is obvious, but the subtle effects of carbon monoxide and hydrogen cyanideinhalation, although less readily detected, can cause physical incapacitation and subsequent death.Toxicologically, carbon monoxide combines with the haemoglobin in blood and interferes with theoxygen supply to tissues, while hydrogen cyanide inhibits oxygen utilization at the cellular level.Carbon dioxide, a relatively innocuous fire gas, increases the respiration rate causing an increase inthe uptake of the other combustion gases. The decreased oxygen level found in most fire scenariosfurther enhances the problem of getting enough oxygen to the biological sites to maintain normalfunction. Continued inhalation of these gases can result in severe hypoxia. At high altitude whereoxygen levels are lower, the effects of carbon monoxide and hydrogen cyanide are greatlyenhanced.SIGNS AND SYMPTOMS: Not all symptoms will necessarily be experienced.Carbon monoxide poisoning produces headache, weakness, nausea, dizziness, confusion, dimness ofvision, disturbance of judgment, and unconsciousness followed by coma and death. Although carbonmonoxide causes deleterious effects on the central nervous system, death usually occurs fromcardio toxicity.Not all symptoms will necessarily be experienced by every individual exposed to this gas. Some havesuccumbed from inhaling low carbon monoxide levels, while others have survived breathing higherconcentrations. Hydrogen cyanide poisoning signs and symptoms are weakness, dizziness, headache,nausea, vomiting, coma, convulsions, and death. Death results from respiratory arrest. Hydrogencyanide gas acts very rapidly symptoms and death can both occur quickly.SURVIVAL: Knowledge of the less obvious hazards and a few simple preparations can increaseone’s chances.There is no universal best procedure to follow in the event of an aircraft fire because no two fi res arelikely to be the same. Extinguishing the fire, if possible, is the immediate priority. An equally obvioussecond priority is to breathe as little smoke for as short a duration as possible.Some larger aircraft are supplied with portable, self-contained breathing masks for the crew, but smallprivate aircraft usually are not. Any cloth held over the nose and mouth will provide protection fromsmoke particulates; if the cloth is wet, it will also absorb most of the water-soluble gases (i.e.,hydrogen cyanide and hydrogen chloride).Cabin venting will reduce the concentrations of combustion gases, but is not usually a viable optionwhile actually fighting the fire. Knowledge of the less obvious hazards and a few simple preparationscan increase one’s chances for survival in an aircraft fi re. A small, hand-held fire extinguisher can beused to put out small on-board fires. Careful inspection and maintenance of cabin heaters willminimize the chance of carbon monoxide leakage into the cabin air system. A carbon monoxidedetector could also be installed in the cockpit to detect the presence of this colourless, odourless gas.As always, planning your probable actions before an emergency arises will increase your chances foracting quickly and correctly.REMEMBER...  Fires are the main hazard for the occupants of a survivable crash.  A fire generates smoke, heat, flame, and light Inhalation of toxic gases in smoke is the primary cause of death in most fires.  Carbon monoxide and hydrogen cyanide are the main toxic gases in smoke.  Exposure to carbon monoxide can also be the result of faulty heaters.  A wet cloth held over the nose and mouth provides some protection from smoke inhalation.  A small, hand-held fire extinguisher must always be carried aboard the aircraft. Before every departure, make sure to check the Fire extinguisher. ***End of Article*** 19th Edition - July’15 to September’15 (Third Quarter of 2015)

Flight Safety E-Magazine Page12 SAFETY AWARENESS / PROMOTION SOMETHING INTERESTING“The First Aircraft (A seaplane) with VT-AHI Registration belonged to ‘Irrawaddy Flotilla AirwaysLtd.’ in 1934” ***END OF MAGAZINE*** 19th Edition - July’15 to September’15 (Third Quarter of 2015)