The post Alert: Reduced Visual References Require Vigilance first appeared on George Hatcher's Air Flight Disaster.

be diligent, when in doubt-ask, make decisions about weather deviations as far in advance as possible, pay attention, give weather reports

The post Thunderstorm Encounters first appeared on George Hatcher's Air Flight Disaster.

pilots, your weather radar news can be old and out of date

The post In-Cockpit NEXRAD Mosaic Imagery first appeared on George Hatcher's Air Flight Disaster.

Out of 17 Embraer 190 aircraft present in the fleet, 9 had issues with the bolts which hold the aircraft’s engine in the engine pylon, attached to the wing.

The airline grounded all 9 aircrafts for repairs and informed the Brazilian manufacturing company of the issue. Embraer then issued an alert service bulletin to all the airlines operating Embraer 190 aircrafts. The Civil Aviation Safety Authority was also informed about the problem.

A statement released by Virgin Australia airlines said, “These aircraft have since undergone the necessary precautionary repairs and have since returned to service… At Virgin Australia, the safety of our aircraft is our highest priority and we have been in regular dialogue with Embraer regarding this alert.”

The post Embraer Issues Worldwide Alert after VA Found Fault in Aircraft’s Bolts first appeared on George Hatcher's Air Flight Disaster.

It follows the publication of Special Bulletin S5/2013 on 18 July 2013. The AAIB are assisted in the investigation by Accredited Representatives from the National Transportation Safety Board (NTSB) (representing the State of Design and Manufacture), the Civil Aviation Authority of Ethiopia (representing the State of Registry and the Operator) and the Transportation Safety Board (TSB) of Canada (representing the State of component manufacture), with technical advisors from the Federal Aviation Administration (FAA), the operator and the aircraft and component manufacturers.

In Special Bulletin S5/2013, the AAIB reported the existence of extensive heat damage in the upper portion of the aircraft’s rear fuselage, particularly in an area coincident with the location of the Emergency Locator Transmitter (ELT). The absence of any other aircraft systems in this area containing stored energy capable of initiating a fire, together with evidence from forensic examination of the ELT, led the investigation to conclude that the fire originated within the ELT battery.

The post Report on Boeing 787 Ground fire Heathrow July 12, 2013 first appeared on George Hatcher's Air Flight Disaster.

Malaysia Airlines wishes to make further clarification on the following matters:

1) Malaysians On Board

Malaysia Airlines confirms that 38 passengers of the 239 persons on board MH370 on 8 March 2014 were Malaysians. The names of the 38 Malaysians on board had been earlier shared in the Passenger Manifest which has been made public previously. Please see attached document for names of all Malaysian passengers onboard MH370.

2) Exchange of Signals and Aircraft in Cambodia

On the exchange of signals between ground and the aircraft soon after Ho Chi Minh Air Traffic Control advised that radio contact had not been established with MH370, as carried in the recently released MH370 Preliminary Report, Malaysia Airlines clarifies that what was referred to as signals was actually the aircraft displayed on the ‘Flight Following System’ screen. This was based on the aircraft projection at that point of time and not the actual aircraft position.

When KL-ATCC (Kuala Lumpur Air Traffic Control Centre) Watch Supervisor queried Malaysia Airlines OPS (Operations) on the status of MH370, Malaysia Airlines OPS informed KL-ATCC Supervisor that MH370 was still sighted over Cambodian airspace in the Flight-Following System, which is based on a flight-projection.

The word “Cambodia” was displayed by the Flight-Following System on the screen when zoomed-in, leading Malaysia Airlines to deduce that the aircraft was flying in Cambodian airspace. The Flight-Following System did not display the name “Vietnam”, even though the aircraft was over Vietnam airspace.

The responsibility of aircraft tracking monitoring resides with Air Traffic Control Centres. For airlines, it is normal to engage flight following systems to assist its pilots to manage in weather conditions or route diversions. Such airline flight following systems are non-primary and non-positive controlling.

Flight following systems also do not trigger airlines of any abnormality. Such situations have to be pilot initiated. Unless otherwise, airlines’ operations control centres would continue to see the aircraft as flying on its normal route, based on projected or predicted positions and locations.

To make the flight-following systems work successfully and effectively, it is important to have visual depiction of the aircraft’s position, coupled with confirmation by air-to-ground communications, such as through ACARS or Satcomm or VHF or HF.

In the case of tracking MH370, Malaysia Airlines’ flight-following system indicated that the aircraft was flying, however, there was no communication from or with the pilot. Malaysia Airlines OPS attempted to communicate with MH370 after we were flag by KL-ATCC, but was never able to make contact.

3) On the Cargo Carried

About 2 tons, equivalent to 2,453kg, of cargo was declared as consolidated under one (1) Master Airway Bill (AWB). This Master AWB actually comprised 5 house AWB. Out of these 5 AWB, two (2) house AWB contained lithium ion batteries amounting to a total tonnage volume of 221kg. The balance 3 house AWB, amounting to 2,232kg, were declared as radio accessories and chargers.

Ends.

Thursday, May 01, 07:00 PM MYT +0800 Media Statement 29 by Ahmad Jauhari Yahya, Group Chief Executive Officer, Malaysia Airlines

Kuala Lumpur – 55 days since Malaysia Airlines’ flight MH370’s disappearance on 8 March 2014, a multi-nation search is still ongoing for the missing aircraft, its passengers and crew.

This enormous search mission was carried out with the support from more than 20 states, firstly in the South China Sea, in the Malacca Straits, and on land along the Northern Corridor, and since mid-March when specialised assets were deployed in the air, on the sea and underwater in the southern Indian Ocean, where top experts concluded the aircraft’s last known position was.

Despite such an intensified search operations, probably the largest one in human history, we have to face the hard reality that there is still no trace of the aircraft, and the fate of the missing passengers and crew remains unknown till this day.

Malaysia Airlines is acutely conscious of, and deeply sympathetic to the continuing unimaginable anguish, distress and hardship suffered by those with loved ones on board the flight.

We share the same very feelings and have been doing whatever we can to ease the pain of the families and to provide comfort for them.

The Joint Agency Coordination Centre (JACC) in Australia has announced early this week that the search operation in the southern Indian Ocean will be moving to a new phase in the coming weeks, and it is certainly not ending.

In this new phase, the Malaysian Government, working together with Australia and Chinese governments, other international partners and specialised companies, plans to intensify the undersea search by deploying more technologically advanced assets in the search zone.

The Malaysian Government recently announced its decision to establish an international investigation team led by Malaysia. The members will include accredited representatives from the US, UK, Australia, China, France and Singapore. Also included are representatives from relevant international organisations and the civil aviation industry.

This investigation is an independent process in accordance with ICAO standards and recommended practices. Malaysia Airlines commits itself to fully support this independent investigation and provide full information and assistance as required.

From past experience, we understand the continuing search and investigation would be a prolonged process. While Malaysia Airlines is committed to continuing its support to the families during the whole process, we are adjusting the mode of services and support. Instead of staying in hotels, the families of MH370 are advised to receive information updates on the progress of the search and investigation and other support by Malaysia Airlines within the comfort of their own homes, with the support and care of their families and friends.

In line with this adjustment, Malaysia Airlines will be closing all of its Family Assistance Centres around the world by 7 May 2014.

Malaysia Airlines will keep in close touch with the families on news updates through telephone calls, messages, the Internet, and face-to-face meetings. With the support of the Malaysian Government, the airline’s Family Support Centres will be established in Kuala Lumpur and in Beijing. The detailed plan of follow-up support and services will be informed in person to the families.

Malaysia Airlines will make advanced compensation payments soonest possible to the nominated next-of-kin who are entitled to claim compensation, in order to meet their immediate economic needs.

Such advanced payments will not affect the rights of the next-of-kin to claim compensation according to the law at a later stage, and will be calculated as part of the final compensation.

Immediately after the next-of-kin have returned home, our representatives will be in touch with them at the earliest opportunity to initiate the advanced compensation payment process.

At this very difficult time, we wish to once again thank everyone for their understanding and support, especially from the families of the passengers and crew on board.

Malaysia Airlines’ thoughts and prayers remain with the families of all those onboard MH370.

-Ends-

Below statement and attached documents were made public and shared with NOKs at 8:27pm (Malaysia local time), 1 May 2014:

Audio Below

1. 1. ATC Delivery
2. 2. KL Ground
3. 3. KL Tower
4. 4. KL Approach
5. 5. KL Radar

IF ANY OF THE DOCUMENTS BELOW DO NOT SHOW IMMEDIATELY, CLICK WHERE THE MESSAGE SAYS “HERE” AND THE DOCUMENT WILL LOAD TO VIEW.

Actions Taken Between 0138 and 0614

Cargo Manifest and Airway Bill

Maps

MH370 Preliminary Report

Seating Chart

The post Malaysia Airlines Flight 370 Complete Preliminary Information #MH370 first appeared on George Hatcher's Air Flight Disaster.

Take a look at this final report on this 747 smoke event on Eva Airways Flight BR67 at Bangkok Suvarnabhumi International Airport.

Prior to this event, Boeing had sent out a service Letter to inform operators of the potential fire hazard from the arcing of a wire bundle which might result in a fire on Corrosion Inhibiting Compound (CIC) contaminated insulation blankets. They predicted it. It happened.

So as we think about Malaysia Airlines Flight 370. There is always the possibility that some small component like the one below failed, and led to something catastrophic. What if the pilots were overcome by smoke in the cabin? I am not saying that this DID happen, I am only saying there are myriad small parts that can lead to catastrophic events. It makes sense to look at any and all Boeing 777 safety advisories, in case they might predict some small event that cascaded into disaster.

Thanks to input from John King.

The post Smoke and Other Issues in Flight first appeared on George Hatcher's Air Flight Disaster.

The post Turbulence Fact sheet first appeared on George Hatcher's Air Flight Disaster.

So I find it disturbing that the NTSB’s hearing Thursday revealed parallels between the crash of UPS Flight 1354 and Asiana Filght 214. While I don’t know the answers, I can only hope the investigation shines light on ways to deal with this problem. What is the solution? Less reliance on Automation? Better training for pilots?

On the other side of the coin, some parties will want even more automation, but I am reluctant to go in that direction. The idea of even more reliance on automation is anathema to me because the engineers and advocates of reliance on even more automation will not be on those even-more automated planes. While the technology and/or training will be on the chopping block, their actual necks won’t be.

What I don’t find disturbing is the professionalism of the hearings. The webcast is well worth watching.

The hearing webcast is recorded here: http://ntsb.capitolconnection.org/022014/ntsb_archive_flv.htm

Note the NTSB cautions participants in the hearing not to engage the media and to stick to the facts.

Or the recorded captions (unformatted) are here.
https://airflightdisaster.com/wp-content/uploads/2014/02/ntsb022014.htm.pdf

bio docket: https://airflightdisaster.com/wp-content/uploads/2014/02/biodocket.pdf

The post Automation at Fault? first appeared on George Hatcher's Air Flight Disaster.

The hearing will be held February 20 at the NTSB’s Board Room and Conference Center at 429 L’Enfant Plaza SW in Washington and begins at 8:30 a.m.

Hearing witnesses, including representatives of the Federal Aviation Administration, Airbus, UPS Airlines, Independent Pilots Association and the Transport Workers Union will testify and answer questions from NTSB Board members, technical staff, and parties about non-precision approaches, human factors and flight dispatch issues. The agenda, list of panel witnesses, biographies and other related information is available at the hearing event page at http://www.ntsb.gov/news/events/2014/ups1354_hearing/index.html

Investigative exhibits for the hearing will be placed in the electronic docket at the start of the hearing and will also be available on the hearing event page once the hearing begins.

NTSB Chairman Deborah A.P. Hersman will be available to answer questions from the media at the conclusion of the hearing. Additional details about the availability will be included in an advisory on Wednesday.

Television coverage of the proceedings will be by network pool provided by CNN. Escorted cutaway for video media will be permitted for brief periods throughout the hearing. Still photographers will be permitted in the seating area of the Board Room and by escort to areas in front of the witness panels.

Because of construction at and around L’Enfant Plaza, satellite and other media trucks will have to check in for parking and running cable through the construction zone. Please RSVP to eric.weiss@ntsb.gov by Feb. 19. Media access to the Board Room is available beginning at 7:30 a.m.

A media room is also available with tables, chairs and an audio mult box. Generally-accepted media credentials will be required for access to the media room. In addition, a fully equipped overflow room has been established and will serve as a storage area for video equipment during the hearing.

Seating for the general public in the Board Room is on a first-come, first-served basis. The hearing will be webcast live. Access to the webcast can be found at www.ntsb.gov.

===
The National Transportation Safety Board has scheduled an investigative hearing on February 20 into the crash of a UPS Airbus A300-600 on approach to Birmingham-Shuttlesworth International Airport in Birmingham, Ala., on Aug. 14, 2013.

The two flight crew members were killed and the airplane was destroyed when it impacted the ground less than a mile short of Runway 18. The cargo flight had originated from Louisville, Ky. Runway 18 was being used because the main runway at the airport was closed for repairs at the time of the airplane’s arrival.

The one-day hearing will examine:

Execution of non-precision approaches, including initial and recurrent training, adherence to standard operating procedures, and proficiency
Human factors issues associated with effective crew coordination and resource management applicable to this accident, including decision-making, communication, fatigue and fitness for duty, as well as monitoring and cross-checking, policies, standard operating procedures, guidance, and training provided to UPS crewmembers.
Dispatch procedures, including the training, evaluation, roles and responsibilities of UPS dispatchers and the limitations of dispatch-related software.
The investigation is ongoing and this hearing will develop additional facts to support the investigation. The hearing will be held in the NTSB Board Room and Conference Center in Washington, D.C. A detailed agenda and a list of attendees will be forthcoming.

Parties to the hearing will include the Federal Aviation Administration, UPS, Airbus, the Independent Pilots Association and the Transport Workers Union. The accredited representative from the French Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile (BEA) will participate on the technical panels.

The determination of the probable cause of the crash will be released when the investigation is complete. Just prior to the start of the hearing, the public docket will be opened. Included in the docket are photographs, interview transcripts and other documents.

____________________________________________________________________________________________

NTSB public events are also streamed live via webcast. Webcasts are archived for a period of three months from the time of the meeting. Webcast archives are generally available by the end of the event day for public Meetings, and by the end of the next day for Technical conferences.

If you wish to obtain a copy of NTSB meetings, please contact the NTSB Records Management Division at (202) 314-6551 or 800-877-6799. You may also request this information from the NTSB web site or write the following: National Transportation Safety Board, Records Management Division (CIO-40), 490 L’Enfant Plaza, SW,Washington, DC 20594.

The post UPS Flight 1354 Agenda and Media Logistics for Investigative Hearing first appeared on George Hatcher's Air Flight Disaster.

The inquiry blames the crash on gearbox failure, but for Bond and French company Eurocopter the question remains exactly where metal particles (evidence!) were found in the gearbox.

The post Puma Gearbox Metal Shavings Conflict first appeared on George Hatcher's Air Flight Disaster.

No one is saying that the recently discovered Eurocoptor problem with the low fuel level warning system had anything to do with Clutha ——leased police Eurocopter crashed thru the roof of the Clutha pub in Glasgow killing three crew members and seven people inside the pub——but it is out there on the table and one of those things that make you go hmmm. Connection or not, the Clutha accident is causing Eurocopter to take a closer look at their helicopters.

The preliminary report on Clutha is not out yet, but there are reports that the helicopter did not run out of fuel.

The Eurocopter fuel indicator problem is that the supply-tank fuel gauge can overestimate how much fuel is in the tank. Apparently the gauge can skip amber and go straight to red (low fuel.)

Eurocopter is sending out safety notices about the issue..

In the Clutha crash, the number of fatalities has risen to ten.

• Glasgow Helicopter Crash Update
• Clutha Helicopter Crash

The post Eurocopter Fuel Gauge Safety Alert first appeared on George Hatcher's Air Flight Disaster.