RCDL Safety Magazine Jul 18

1 SAFETY MAGAZINE (JUL 2018)The posting of stories, articles, reports and documents in this magazine doesnot in any way, imply or necessarily express or suggest that all theinformation is correct. It is based on details gathered from various sourcesand is for information purpose only. The Flight Safety Department is makingthis material available in its efforts to advance the understanding of safety. Itis in no way responsible for any errors, omissions or deletions in the reports.In this issue we will be talking about latest circulars, recent incidents in India,FMS Data Entry Error Prevention and other safety articles.Be safe and Enjoy flying!!!!Saurabh TyagiCFS, RCDLPublished By-Flight Safety Department,Reliance Commercial Dealers LimitedReliance Hangar,Gate No-08, Old Airport, Kalina Military Camp,Santacruz (E), Mumbai-29, India Don't Learn Safety by Accident Safety Magazine (RCDL, Flight Safety)

2 Flight Safety UpdatesFlight Safety Bulletin 3 of 2018 has been released concern to MONSOON PRECAUTIONSFlight Safety Feeds and Promotions released this Quarter  Case Study of King Air B 200 DGCA- Air Safety carried out Annual Surveillance on 19th and 26th Jun. A SMS training was on conducted 30th April and 19th May. RCDL Operations Update Ops Circular 08/2018- NAT OPS Bulletins RCDL Engineering Update CAMO Circular 02/2018- DGCA Observation during surveillance Technical Circular 01/2018- Recording the inspection (Maintenance) Data. Technical Circular 02/2018- Pilot to mention their authorization No in the tech-log for pre-flight/ post flight inspection. Technical Circular 03/2018- Monsoon operation Technical Circular 01/2018 (Rev 1) – 1. Recording the inspection (Maintenance) Data. 2. Attachment of CA form 1/ EASA form 1/ FAA form 8130, Serviceable TAG with work order. Safety Magazine (RCDL, Flight Safety)

3 DGCA UpdateRevised CAR Section 7 Series G Part II - Validation of foreign licences of Flight CrewCAR Section 6 Series C Part III - Aeroplane Carbon Dioxide Emissions Certification – StandardsAnd Procedures DGCA CircularsASC 02 of 2014 Rev 1 Operation of small aircraft/helicopters - Adherence to Safety GuidelinesAAC 4 of 2003 Revision 1 Return to Service of Aircraft Items - Recovered from aircraft involved in Accidents/ Incidents.AAC 4 of 2018 Continuation Training for Certifying and Support StaffAAC 5 of 2018 Certification of Transit/ Extended Transit Inspections at Foreign Locations by Foreign Aircraft Maintenance Organizations Incidents and Occurrence in RCDL (2018)Month Aircraft Incidence/ OccurrenceApr’ 18 VT-JMN Ground Turn Back due to Break OverheatMay’18 VT-ISH HYD Pump FAILUREJun’18 VT-JMN Rejected Take-off Difficult Walk Around Safety Magazine (RCDL, Flight Safety)

4 Major Incidents in Quarter (APR-JUN) 1. A Spicejet flight SG-705 from Varanasi to Hyderabad was taxiing for departure when the aircraft inadvertently crossed the hold short line before the runway. The crew stopped the aircraft about 10 meters past the hold short line. An Indigo flight 6E-3175 from Varanasi to Delhi with 178 passengers and 5 crew,Runway was cleared for take-off and was accelerating for take-off when tower noticed theIncursion Spicejet crossing the hold short line and instructed the Indigo Airbus to reject take- off. The crew rejected take-off at low speed and stopped their aircraft safely. The A320 returned to the apron for checks and departed with a delay of about 1.5 hours. The B738 departed shortly afterwards and reached Hyderabad on time. 2. King Air C-90 Aircraft crashed in Ghatkopar, Mumbai 10 minutes before it could have made safe landing in Juhu. The plane, a Beechcraft King Air C90 turboprop,Aircraft was sold to a Mumbai-based company, UY Aviation, in 2014 after it suffered aAccident minor accident between 2009 and 2010. Since 2015, the aircraft was under maintenance. After completing some ground tests earlier, it was conducting its first flight after maintenance,” Safety Magazine (RCDL, Flight Safety)

5 Seatbelt and Harness serviceability Why is it so important to have a serviceable Seatbelt or Harness?Statistics in both motor vehicle and aircraft accidents show that 'seatbelts savelives'. However they also prevent injuries in other situations such as moderateto severe turbulence and abnormal inflight situations. Therefore it is vitallyimportant that seatbelts and harnesses are in a condition where they can beeffective when you need them most.Checking seatbelts and harnesses need not be limited to a maintenance cycle.It is recommended that their condition be checked on an ongoing basis by theoperating crew. Any problems identified should then be reported in the defectreporting system. We have a cabin defect log process whereby the cabin crewof an aircraft will record deficiencies that may be transferred into the aircraftmaintenance log. Safety Magazine (RCDL, Flight Safety)

6 What is that the crew need to look for when it comes to seatbelt and harness condition? Fraying Obvious holes Can't be adjusted (pulled easily through) Twisted Anything else that may affect the normal use of the seat belt/ restraint Safety Magazine (RCDL, Flight Safety)

7 SAFETY RECOMMENDATIONS FROM LATEST INVESTIGATION REPORTS  ACCIDENT TO M/s PAWAN HANS DAUPHIN N3 HELICOPTER VT-PHK AT KHONSA ON 04/08/2015Safety Recommendations For Helicopter hill flying: Competent person should supervise flight planning taking into consideration route, Operational Flight plan, weather and its analysis, loading of helicopter and helipad conditions on daily basis for every flight, especially in case of detachments. System may be developed for providing real time weather information by operations person to pilot by closely monitoring the weather from various sources (Weather Charts, Satellite and Doppler pilot in turn should keep all operations supervisors informed of the intended path of flight, picture) and the System of detailed debrief of flights in written format should be provided by the pilots on daily basis. Similarly written briefing for flights be given to pilots on detachments by operational supervisors.  PILOT INCAPACITATION DURING FLIGHT ON M/S INDIGO AIRCRAFT VT-IAR WHILE OPERATING SECTOR KOLKATAHYDERABAD ON 27th APRIL 2017Recommendations:  The cabin crew must be fully trained and confident in handling a case of seizure. The following points need to be kept in mind.  Must check & record pulse, temperature, Blood Pressure and respiratory rate of the involved flight crew.  In case the individual is having seizure, after convulsion cease, turn individual to semi prone position, ensure that airway is clear.  To prevent tongue biting a padded gag or tightly rolled handkerchief may be inserted between the teeth.  In case the QDM is used for administrating oxygen to the incapacitated flight crew, the cabin crew must ensure that the Airway (mouth, nose & throat) is patent. Safety Magazine (RCDL, Flight Safety)

8 Common Error Types and Best Practice Mitigations by Phase of FlightDescent – towards the end of the flight and in particular during descent the FMS fuel and time predictionsbecome more critical to pilot decision making and any incorrect data may impact upon this process.TRAPS MITIGATIONSTop of Descent – if the weight, route or other dataentered in the FMS are incorrect then calculation Pilot flying should hand over control to the otherof the descent path and consequently top of pilot in order to program the FMS and take backdescent point will be affected. This may lead to control for the other pilot to cross-check the FMS.high rates of descent, time compression and Beware of duplicate names of navigation aids andpossible terrain proximity and may contribute to a cross-check before selecting.subsequent unstable approach. Enter and/or cross-check the descent winds in the FMS.Landing Performance – landing performance Check FMS top-of-descent point andcalculations based upon FMS predictions may be altitude/distance relationship for descent in theincorrect. forecast wind conditions. If available program the second FMS route for theFuel – incorrect FMS data may cause inaccurate next most likely approach/runway to reducefuel predictions and affect operational decisions potential re-programing in descent.related to holding or diversion Conduct the arrival briefing well before top-ofRoute – as well as affecting FMS predictions, an descentincorrectly entered route for descent may take the (10 minutes at least) and use the briefing asaircraft into restricted airspace or close to terrain. an opportunity to highlight and cross-check critical FMS data using all appropriate displays.ATC – it is not unusual for ATC to amend route Obtain destination and alternate weather, andand altitude instructions during the descent and runway in use (ATIS) whilst in cruise.accommodating these changes in the FMS Use the FMS prediction for fuel at destination plusrequires the pilots to divide their attention between zero fuel weight to calculate landing weight andoperating and monitoring the aircraft, and FMS determine landing distance required in thedata entry/cross-checking. forecast/reported condition Monitor arrival fuel prediction throughout descent. Program the route to the selected alternate, including most likely arrival, approach and runway for the most accurate fuel prediction. Check the navigation accuracy status. Enter the expected arrival (including holding), approach and runway in the FMS. Check the chart for altitude/speed constraints and confirm in the FMS using displays as appropriate. In descent monitor vertical deviation from the FMS calculated path together with altitude against distance to touchdown, in relation to altitude/speed constraints and aircraft energy management Be prepared for ATC clearance changes – crosscheck before inserting and consider/brief the Implications. Avoid lengthy or complex FMS programing below 10,000 feet where possible.Safety Magazine (RCDL, Flight Safety)

9 Helicopter Stabilized Hover Checks before DepartureA review of helicopter incidents and accidents over the past five years has identified severalaccidents where a loss-of-control (LOC) was encountered immediately after lift-off while light onthe skids/gear, or from other issues caused by missed checklist items.Helicopters have the unique ability to take-off and land nearly any prepared landing site.While this is among the helicopter’s greatest attributes, it also can create scenarios leaving littleroom for error. Several recent helicopter accidents have occurred as a result of pilots notbringing the helicopter to a stabilized hover before initiating take-off. Rather, pilots elected toimmediately and rapidly take-off from the ground. In some cases, this has led to a LOC where theresult was either an incident, or an accident resulting in significant damage to the helicopterand/or fatalities to those on board.Post-accident analysis indicated that the accident sequence began with indications that wereevident when the helicopter was light on the skids, yet the pilot elected not to abort the take-offby reducing collective. Instead, the pilot continued pulling in collective (or continuedmanipulating the controls) resulting in a complete LOC. In many of these accidents, thehelicopter was not properly configured for flight, either because a checklist item was missed, orbecause a checklist was not used at all by the pilot. In other instances, pilots have attempted toperform either maximum performance or confined area take-offs without completing a hoverpower and systems check. One accident resulted from a pilot attempting a take-off from thesurface without completing a hover power check. As the aircraft lifted from a roof top helipadand over the edge of the rooftop, the aircraft lost altitude and crashed into a parking lot below.It was discovered that one of the two engines was in the “fly” position but the other engine wasstill in the idle position. If a hover check was performed before take-off, this accident could havebeen prevented.It is recommended that pilots keep the following in mind during the take-off sequence:1. Always ensure the area you are taking off from is sufficient for the conditions and thecapabilities of the aircraft, as well as free and clear of debris that could pose a hazard to anaircraft.2. Using strict discipline and without compromise, pilots should ALWAYS USE an APPROPRIATECHECKLIST to ensure the helicopter is properly configured for take-off.3. Unless prohibited by environmental conditions such as the possibility of whiteout, brownout,etc., always perform a hover check prior to takeoff. If a takeoff from the surface is required, Safety Magazine (RCDL, Flight Safety)

10perform the hover check, land, and then depart from the surface, taking the aircraft’sperformance into consideration.4. When performing a vertical take-off, raise the helicopter vertically from the surface to anormal hovering altitude (as recommended by RFM) with minimal lateral or longitudinalmovement maintaining a constant heading. If at any time during initial collective pull thehelicopter does not appear to be stabilized, initiate action as recommended by RFM.5. Needless to emphasize good old theory of Doing Pre Take-off vital action checksDELIBERATELY. Safety Magazine (RCDL, Flight Safety)

11 All Secure, All Clear?Forgotten and unsecured items within an aircraft can lead to accidents or incidents as they move during flight.These items can include tools used on the aircraft before flight; aviation-related items such as GPS units,clipboards, and antennas; - Non- aviation-related portable electronic devices (PED) such as personal phones and computers; and personal items such as jackets or carry-on items. - Related accidents The NTSB has investigated numerous accidents involving forgotten or unsecured items, each of which serve as important reminders about the critical need to ensure that items are accounted for and secured before flight. The following accident summaries illustrate some common— and preventable—accident scenarios related to unsecured or forgotten items: A portable XM-GPS antenna migrated to the tail section of an Extra EA-300 airplane and jammed the elevatorbell crank, which resulted in an uncontrolled descent into terrain. The pilot and passenger died. During the flight of a Hughes OH6A helicopter, a door opened and an unsecured jacket departed the cabinand collided with the tail rotor. The pilot sustained minor injuries and a second pilot sustained serious injurieswhen the helicopter landed hard. A tool, which the pilot had used just before the accident flight and had not accounted for, interfered with thecontrol stick, causing it to jam. The Czech Aircraft Works Sport Cruiser collided with terrain during takeoff, butthe pilot was not injured. Before a fast taxi test of a Falcon XP, the pilot did not properly secure a sand bag in the airplane's rear seat. The airplane unexpectedly became airborne, and the sand bag jammed the flight controls, resulting in the airplane’s collision with power lines. The pilot was seriously injured. The pilot's personal locator beacon became lodged in the bell crank for the elevator torque tube and jammed the X-treme Air airplane’s pitch control, minimizing the SA-026 range of available movement. The pilot was able to land the airplane, but it bounced and ran off the runway. The pilot was not injured.What can pilots do? Inspect the airplane for forgotten or misplaced tools before takeoff. Remember that even experienced pilotsand aviation maintenance technicians can make mistakes. If you have recently had maintenance performed onyour airplane or if you have conducted maintenance yourself, this action is especially important. Conduct an inventory of cockpit items before takeoff, including the number of PEDs, GPS units, and antennason board the aircraft, and ensure that they are secured. This also helps to ensure their availability throughoutthe flight. Account for all flight gear and personal items such as hats and jackets before and after each flight, andensure that they are secured.  Incorporate all of these checks into your preflight actions. Remind passengers during the preflight briefing of the importance of item security and proper stowage ofPEDs and personal items. Safety Magazine (RCDL, Flight Safety)