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Monthly Archives: May 2019

Emergency exit slide of Vistara flight creates flutter

Chennai: Emergency exit evacuation slide of a Vistara flight got deployed soon after passengers disembarked from a Port Blair-Chennai Vistara flight at Chennai airport on Tuesday.

Sources said the incident created a flutter after the chute used to evacuate passengers during emergencies got deployed when the flight was at parking bay. There was no safety risk to passengers as all of them had disembarked.
Vistara in a statement said, “After arrival of flight UK 834 in Chennai from Port Blair, the emergency evacuation slide at the front-right exit door got accidentally deployed after most passengers had disembarked. The cause of the deployment is being investigated. The aircraft returned to service soon after with a minor delay.”

The aircraft was grounded for sometime and was checked by the airline’s engineers and the chute was fitted again and the plane was cleared for its next leg of journey. Airport officials and DGCA may investigate the incident based on the report filed by the airline because it involves passenger safety.


Airbus celebrates 50 years of Pioneering Progress

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Toulouse – Airbus has launched a global campaign celebrating the company’s 50 year anniversary, showcasing key moments of pioneering progress throughout the past five decades.

The campaign begins today by marking 50 years since the French Minister of Transport, Jean Chamant and the German Minister of Economic Affairs, Karl Schiller, signed an agreement at the 1969 Paris Air Show for the joint-development of the A300 aircraft, a first European twin-aisle twin-engine jet for medium-haul air travel.

Guillaume Faury, CEO of Airbus said: “Airbus’ story is one of ambition and progress, and has been a showcase of European integration. Over five decades, we have brought together civil and defence aviation businesses from throughout the continent. For 50 years, we have pioneered many firsts through our passion and innovation, transforming the industry and helping to move society forward. Airbus is a story of incredible men and women, a story of great achievements in the past and, above all, in the future.”

Running from 29 May to 17 July, the campaign will bring stories to life through new, engaging content published across Airbus channels. With a new story released each day, for 50 consecutive days, the campaign will highlight the people and ground-breaking innovations that have driven the company. The campaign shines a light on many different aspects of the Airbus business, including commercial aircraft, helicopters, space and defence, in addition to programmes and initiatives.

The 50th anniversary campaign also looks to the future, exploring how Airbus continues to shape the industry with pioneering innovations that address some of society’s most critical issues, whether that be pioneering electric flight to reduce emissions, digitising aerospace design, or developing new urban air mobility options.

Airbus industrial sites will also celebrate this milestone, starting in Toulouse with a fly over from the full Airbus Commercial Aircraft family accompanied by the Patrouille de France at 12:00pm today. Print this article 


Altimeter Temperature Error Correction

Definition

Altimeter Temperature Error Correction is applied to altimeters to compensate for error caused by deviation from ISA conditions.

Description

Pressure altimeters are calibrated to ISA conditions. Any deviation from ISA will result in error proportional to ISA deviation and to the height of the aircraft above the aerodrome pressure datum.

According to ICAO PANS OPS (Doc 8168) “The calculated minimum safe altitudes/heights must be adjusted when the ambient temperature on the surface is much lower than that predicted by the standard atmosphere. In such conditions, an approximate correction is 4 per cent height increase for every 10°C below standard temperature as measured at the altimeter setting source. This is safe for all altimeter setting source altitudes for temperatures above –15°C. For colder temperatures, a more accurate correction should be obtained according to the guidance provided in section 4.3 “Temperature corrections”.

When temperature is LESS than ISA an aircraft will be LOWER than the altimeter reading.

For example, if the OAT is – 40 °C then for a 2000 ft indicated altitude the true altitude is 1520 ft thus resulting in a lower than anticipated terrain separation and a potential obstacle-clearance hazard.


Effect of Outside Air Temperature (OAT) on True Altitude – source: Airbus Approach & Landing Briefing Note (see further reading section)

When To Apply Corrections

When the aerodrome temperature is 0°C or colder, the temperature error correction must be added to:

  • DH/DA or MDH/MDA and step-down fixes inside the final approach fix (FAF).
  • All low altitude approach procedure altitudes in mountainous regions (terrain of 3000 ft AMSL or higher)

According to ICAO PANS OPS Chapter 4 “Altimeter Corrections”, the pilot-in-command is responsible for the safety of the operation and the safety of the aeroplane and of all persons on board during flight time (Annex 6, 4.5.1). This includes responsibility for obstacle clearance, except when an IFRflight is being vectored by radar.

When pilots intend to apply corrections to the FAF crossing altitude, procedure turn or missed approach altitude, they must advise ATC of their intention and the correction to be applied.

Pilots may refuse IFR assigned altitudes if altitmeter temperature error will reduce obstacle clearance below acceptable minima. However, once an assigned altitude has been accepted, it must not subsequently be adjusted to compensate for temperature error.

Publication of Cold Temperature Corrections

In accordance with Annex 15, Appendix 1 (Contents of Aeronautical Information Publication),States should publish in Section GEN 3.3.5, “The criteria used to determine minimum flight altitudes”. If nothing is published, it should be assumed that no corrections have been applied by the State.

Considering that, in ECAC airspace, most of the States are experiencing temperatures that require correction for minimum flight altitudes, it is recommended that such information is not omitted, and in case of no cold temperature correction applied, a clear statement to that effect is made in AIP GEN 3.3.5.

Determination of Temperature Corrections

When designing the structure of airspace where air traffic control is provided, an ATS authority will have to consider annual and seasonal variation of temperature when establishing the minimum flight altitudes.

The analysis of recorded meteorological data will be the basis for considering how the effect of cold temperatures should be mitigated in operations. Such an activity will indicate the magnitude of the correction required to operate within a given temperature range.

According to the airspace requirements and the surrounding environment, an airspace designer may consider a lower temperature as a reference for establishing the minimum flight altitudes.

The combination of concept of operations, airspace requirements and temperature range will indicate which of the following approaches would be appropriate for a given environment:

  • Annual – In areas where the temperatures recorded are not too low, and the seasonal variation is minor, it would be possible to calculate the cold temperature correction in accordance with historical meteorological data and publish the resulting minimum levels accordingly in the AIP. All minimum altitudes should then include the cold temperature correction which would be known to pilots.

It could be that some isolated higher obstacles will be subject to special arrangements (providing a protection around the obstacle rather than raising overall the minimum flight altitudes).

This approach has the benefit of having one set of values for minimum vectoring altitudes[1]applicable for the entire year.

  • Seasonal – The low temperatures are normally recorded within a defined period of the year. When the low temperatures experienced are significantly low during this season, the buffer necessary to accommodate an annual application of cold temperature correction may lead to a less efficient use of the airspace. In such cases the appropriate ATS authorities may consider a dual set of minimum flight altitudes: one applicable during “warm season” and one during the “cold season”. The activation of one or the other set of values can be indicated in the State’s AIP such as: “from 1 December to 31 March the cold temperature values for minimum flight altitudes are applied”.

The set of values for minimum vectoring altitudes a controller must use in cases documented in ICAO Doc 4444, PANS-ATM, § 8.6.5.2 [2] would be provided/activated accordingly.

  • Daily – The cold temperature corrections can also be updated on a daily basis using the coldest temperature forecast for the day as the baseline. The supervisor will use the table/methodology as provided by the appropriate ATS authority to ascertain the set of minimum vectoring altitudes a controller will use that day.
    • The State will publish in AIPs that correction for low temperature effect are applied, when necessary, by ATC.
  • Tactical – When full integration of the methodology for cold temperature correction in the ATS system is performed, the controller will be provided with the appropriate information on the CWP.
    • The State will publish in AIP that correction for low temperature effect are applied, when necessary, by ATC.

A common aspect for the first two solutions is that they will not cover temperatures lower than those in the selected range. Therefore, they should be supplemented with specific procedures for temperatures lower than those in the selected range.

Minimum Sector Altitude

Currently, there is not a European-wide common procedure to deal with adjustments to Minimum Sector Altitudes (MSAs). Some regulators do not specify adjustments to MSAs and consequently ATC providers do not apply a temperature correction to published MSAs for cold temperatures. It is the flight crew responsibility according to the provisions of ICAO PANS OPS referred above.

Some operators advise flight crews to add 1000 ft to the MSA when the temperature is – 30 °C or colder. (RAF FIH)

Minimum Vectoring Altitude

MVAs are established for use by the Air Traffic Controller (ATCO) when Air Traffic Control (ATC) provide a surveillance service (usually radar). Each MVA chart contains sectors large enough to accommodate the vectoring of aircraft within the sector at the MVA. The minimum vectoring altitude in each sector provides 1000 ft above the highest obstruction in non-mountainous areas and 2000 ft above the highest obstacle in designated mountainous areas.

According to ICAO PANS OPS, minimum vectoring altitudes shall be corrected for temperature. The temperature correction shall be based on seasonal or annual minimum temperature records. In turn, ATC authorities are required, as per ICAO PANS ATM, 8.6.5.2, Note 2, “to provide the controller with minimum altitudes corrected for temperature effect”.


Editor’s notes:

  1. ^ In cases where minimum vectoring altitudes are not established by the airspace designers and the controllers use (according to local procedures) a specific set of minimum flight altitudes (AMA, minimum flight level en route) or surveillance minimum altitudes when vectoring aircraft, the ATS authority should provide the corrected values for such set of minimum altitudes.
  2. ^ ICAO Doc 4444, PANS-ATM, § 8.6.5.2: “When vectoring an IFR flight and when giving an IFR flight a direct routing which takes the aircraft off an ATS route, the controller shall issue clearances such that the prescribed obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will resume own navigation. When necessary, the relevant minimum vectoring altitude shall include a correction for low temperature effect.
    Note 1.— When an IFR flight is being vectored, the pilot may be unable to determine the aircraft’s exact position in respect to obstacles in this
     area and consequently the altitude which provides the required obstacle clearance. Detailed obstacle clearance criteria are contained in PANSOPS (Doc 8168), Volumes I and II. See also 8.6.8.2.
    Note 2.— It is the responsibility of the ATS authority to provide the controller with minimum altitudes corrected for temperature effect.”
     
    ATM Procedures Development Sub-Group of EUROCONTROL Network Operation Team considers that “the controller shall issue clearances such that the prescribed obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will re-join the flight planned route, or a published ATS route or instrument procedure”.

HAILSTONES shatter an Airbus A380’s windscreen at 37,000ft, forcing the pilot to issue a mayday call

  • The China Southern Airlines flight from Guangzhou Baiyun International was en-route to Beijing International
  • The plane’s captain, He Xianghang issued a mayday call and rapidly descended down to 16,700 feet
  • He managed to land the plane safely 90 minutes later despite the cracked screen and no one was injured 

Dramatic images have shown the shattered windscreen of an Airbus A380 that was struck by hailstones.

Dramatic images have shown the severely shattered windscreen of an Airbus A380 that was struck by a mid-air hailstorm. The China Southern Airlines flight from Guangzhou Baiyun International was en-route to Beijing Capital International Airport

The China Southern Airlines flight from Guangzhou Baiyun International was at 37,000 feet and en-route to Beijing Capital International Airport yesterday morning when the glass cracked.

Following protocol, the plane’s captain, He Xianghang, issued a mayday call to air traffic control and he managed to land the plane safely around 90 minutes later in Beijing.

The flight crew had to rapidly descend to 16,700 feet after the hail strike.    

In radio transmissions released online, Captain He can be heard telling the Beijing control tower he ‘can still see’ before he successfully brought the plane down.

China Southern Airlines confirmed nobody was injured during the hailstorm scare on flight CZ3101.

However, some passengers likened the turbulence after the severe weather to being on a ‘roller coaster’.

Although encounters with hail while flying are rare, retired captain and author Tom Bunn says it is possible for it to strike at high altitude.

He told Inverse: ‘A powerful updraft in a thunderstorm can kick hailstones out of the top into the clear air above the cloud.’

Beijing International had to cancel 111 out of 436 scheduled flights yesterday due to heavy rainfall and thunderstorms.

The inclement weather also affected trains with services between Beijing and Tianjin put on speed restrictions.

China Southern Airlines is one of three major airlines in China alongside China Eastern Airlines and Air China.

It is the world’s seventh-largest airline in terms of the number of passengers carried and Asia’s largest airline by fleet size. 

Another picture shows that there was paint also missing from the nose of the aircraft after it was pelted by icy drops

Why SpiceJet could benefit the most from Jet Airways’ troubles

India’s airlines have been making the most out of the vacuum created by the grounding of the country’s oldest private carrier ,Jet Airways, over a month ago.

Almost all of them have been vying for Jet’s prime slots, expanding their fleets, and adding new routes. It is budget carrier SpiceJet, though, that is poised to score most, according to a recent report by the investment management firm JM Financial.

The sector watchdog, the Directorate General of Civil Aviation (DGCA), has allocated 130 airport slots from Jet’s portfolio to the airline, including 68 prime slots at Mumbai. This is higher than the number of such slots wrested by any airline, including market leader Indigo’s 120.

“Availability of additional slots will aid SpiceJet to optimally utilise its increased fleet size.”

On May 26, the no-frills carrier added its 100th aircraft to its fleet, becoming the fourth domestic airline to do so after IndiGo, Jet Airways, and state-owned Air India. “SpiceJet has added 23 planes and over a 100 new flights, most of them connecting the key metros of Mumbai and Delhi, in just over a month’s time,” it said in a statement.

Aiding the expansion has been the fact that SpiceJet and Jet Airways both operate Boeing aircraft. Since Jet’s grounding, 20 aircraft from its fleet has been handed over to SpiceJet by lessors.

“In the next two years, Indigo, SpiceJet, GoAir are expected to add 94, 42, and 25 aircraft (respectively), while Vistara and Air Asia may add 20 each.” Despite lagging IndiGo in fleet expansion, the firm expects SpiceJet to clock “disproportionate growth (in profitability)” relative to its current size.

“SpiceJet has an order of 155 Boeing 737 MAX aircraft. The planes are 20% more fuel efficient than the Boeing 737 NG aircraft (which dominates its current fleet), with 8% lower operating cost per seat,” the note explained.

Even though Boeing 737 MAXs are grounded over safety concerns, the ban to be lifted in the second quarter of the current financial year.

Being a key player in the Indian government’s regional connectivity scheme UDAN has also benefited SpiceJet. Around 21% of its 1,10,220 flights operate on monopoly routes under the scheme.

SpiceJet plans to induct Bombardier Q400 aircraft will aid regional growth. “The new Q400 aircraft with 90 seats (versus 78 seats for older aircraft) will help size-up demand in regional routes.”

IndiGo perched on top

Even then, SpiceJet has a long way to go.

IndiGo is still the industry leader, flying half of all domestic passengers in April, according to DGCA data. SpiceJet’s and Air India’s market share stood at 13.1% and 13.9%, respectively.

“With 100 aircraft, SpiceJet has definitely scaled up. However, to become the market leader it still has a long way to go, especially in order to keep up with an airline like IndiGo,” said Ashish Nainan, an aviation analyst at rating agency CARE Ratings.

Experts believe the real picture of who benefits from Jet’s crisis will emerge only when both the airlines post their earnings for the January-March period next week.

“Given the current situations of debt-laden Air India, the two biggest market players are IndiGo and SpiceJet. In the March quarter earnings, it’s expected that both the airlines will put up a great show,” an analyst who does not wish to be named told.


AAI conducts airport walk to spread safety awareness

Recently, a TajSats catering vehicle hit the barricade of apron floodlight mast.

In November 2018, a water tanker hit a Qatar Airways aircraft while passengers were boarding the plane that was bound for Doha

image (50)

In May 2017, an aircraft refuelling tanker of Reliance Aviation overturned at the airport, leading to a massive oil spill

In December 2015, a Jet Airways shuttle bus driver dozed off and crashed into an Air India ATR aircraft, causing damage worth crores

Concerned about intermittent incidents in the airport operational area, Kolkata airport authorities have chalked out a plan to raise awareness and compliance to safety among various stakeholders.

Multiple incidents, including one in which an Air India ATR aircraft worth Rs 400 crore had to be scrapped when a Jet Airways coach rammed it after the driver dozed off at the wheel, has resulted in finacial loss to airlines and raised uncomfortable questions about the safety protocols and practices at the city airport. Officials of Airports Authority of India said they were keen to address the issue, not only to prevent the airport’s image getting tarnished, but also to prevent any loss of life that may occur due to lack of vigilance or casual behaviour while working in one of the most critical areas of the airport.

Last week, AAI organized an apron safety walk where airlines officials who work on the ramp, ground handling agencies and CISF, as well as various departments of AAI like operations and aircraft rescue and the firefighting wing, walked along the apron area, observing various rules and restrictions.

Foreign objects can damage an aircraft tyre and cause an accident. “During the walk, we stressed on the importance of keeping the ramp free of foreign objects that could cause damage to aircraft. Participants were also reminded about the need to use protective gear, including gloves and high visibility jackets, while working on the apron to prevent injury or loss of life,” an airport official pointed out.

With flights landing and taking off all day, employees of airlines, contractual agencies, ground handling agencies and security persons, as well as maintenance staff, work round-the-clock in three shifts with around 350 people in each. Since several of the incidents involved vehicles plying in the apron area, AAI has decided to conduct refresher courses for drivers of ground handling agencies, like Bhadra International and Air India, airlines, fuel companies, catering firms and others.

Though drivers operating in the apron area have to undergo an aviation security training and obtain an airfield driving permit (ADP), some have been negligent or have flouted rules in the past.

“In the apron area, vehicle movement lanes are demarcated. Yet, vehicles have been known to stray from them. We tend to take notice of the matter only when an incident takes place. We want to increase awareness and compliance to safety and prevent laxity from seeping in to eliminate accidents. All stakeholders need to know that many mistakes happen due to stress and fatigue. Hence, organizations need to take measures to combat them,” said another airport official.


Aviation Body, Boeing Moving Fast On Lifting 737 Max Ban: European Pilots

An organization representing European pilots said Thursday that the Federal Aviation Administration and Boeing have failed to resolve fundamental questions about the oversight and design of the 737 Max, adding that it is “deeply disturbing” that the FAA and manufacturer are pushing to allow the planes back in the sky before first addressing systemic problems.

“How can a design and regulatory setup that originally failed by approving a flawed aeroplane’s entry into service credibly provide the solution without significant reform?” asked officials with the European Cockpit Association, which represents pilots from more than 30 countries.

The criticism came on the day the FAA gathered dozens of the world’s top aviation officials in Fort Worth, Texas, to offer them its “safety analysis” of the plane and Boeing’s planned fixes to an automated system that officials say contributed to two deadly crashes involving the jet.

Acting FAA Administrator Daniel Elwell told officials Thursday that the agency had determined the “technical steps and sequence of events that we anticipate would be involved in ungrounding the Max fleet in the United States,” though he declined to offer a public timetable for when that would occur. He told questioners it could be as early as next month or as late as next year, depending on safety findings.

Among those steps could be a new focus on maintaining external Angle of Attack indicators, which measure the relative position of the nose of the airplane and the oncoming wind, one meeting participant said.

Investigators say faulty information from those external sensors led the anti-stall feature known as the Maneuvering Characteristics Augmentation System to repeatedly – and mistakenly – force down the noses of the planes that crashed in Indonesia and Ethiopia.

Some participants in Thursday’s meeting, including representatives of the European Union Aviation Safety Agency, have indicated to the FAA that they won’t commit to clearing the troubled jet to resume flights until their own safety questions are answered.

EASA spokesman Jagello Fayl said the agency would “revoke the suspension” only once it approves design changes proposed by Boeing, finishes its own “additional independent design review,” and is certain pilots are adequately trained.

Boeing has said it has designed a software fix that makes the MCAS feature reliant on two external sensors, rather than one, and is essentially meant to make the system less aggressive to prevent it from overpowering pilots.

Fayl said the European aviation agency is “in continuous contact with the FAA and Boeing.” He said the information provided so far from preliminary investigations into the crashes “is deemed to provide sufficient understanding of the safety issues to be addressed,” though the agency will also analyze “any new information that the investigations make available.”

The issue of what would constitute sufficient pilot training is a crucial one. Among the questions is whether simulators should be required before the planes are allowed back in the air, which would be more expensive and time consuming yet also more immersive, or whether the needed training could be done on a tablet computer.

Elwell said the issue is under review. He also said that under international protocols the United States will be the first to lift the grounding, since it was the country that originally certified the Max, and that that would happen “only when we determine based on facts and technical data that it is safe to do so.”

After the March 10 crash in Ethiopia, international aviation authorities – in China, Europe and elsewhere – were among the first to ground the aircraft. The United States was among the last to do so.

The U.S.’s reluctance to take quick action earned it criticism and raised questions about the rigor and independence of its decision-making and certification of the 737 Max under a system that grants Boeing far-reaching responsibilities for overseeing the safety of the company’s own products.

The FAA has been seeking to regain the confidence of its peers and its leadership position in aviation safety, and agency officials described what they’ve been doing to restore confidence in the plane they first certified as safe more than two years ago. They also emphasized the importance of international cooperation.

One panel Thursday, for example, included aviation authorities from Brazil, Canada and the European Union discussing ways Boeing’s design changes would be validated, Elwell said.

Boeing and the FAA have faced sharp questions about why pilots were not given detailed information about MCAS before the crashes, and about their shared assurances that the plane was safe to fly.

Ethiopian Airlines said last week that it was one of the only countries to purchase a Boeing Max 8 simulator, but “it’s very unfortunate” that the simulator “was not configured to simulate the MCAS operation by the aircraft manufacturer.”

The perceived closeness between the United States’ top aviation regulator and one of the nation’s most important manufacturers also remained an issue internationally.

The European Cockpit Association said in its statement Thursday that it was “extremely worrying” that “the manufacturer and the authorities are difficult to distinguish” in the FAA’s certification system, which delegates broad safety oversight responsibilities to Boeing.

“Boeing essentially built a plane to a wish list that would sell well – meeting attractive fuel, cost and performance metrics, with minimal additional pilot training requirements,” said Jon Horne, the cockpit association’s president.

“But the problem is that it seems there was no independent regulator to look at this in-depth from a safety perspective and scrutinize what appears to be a design philosophy driven by commercial priorities,” Horne said. “What has been revealed is an oversight and regulatory setup that leaves pilots’ trust and confidence severely undermined.”

Elwell has strongly defended the FAA’s certification system, saying it has contributed to an extraordinary safety record. A U.S. “technical advisory board,” which includes experts from the U.S. Air Force, NASA, the FAA and the U.S. Department of Transportation who were not involved in the original certification of the Max, will make recommendations that will “directly inform” the FAA’s decision on when to unground the plane, he said.

Several other reviews into the certification system are ongoing, he said, but are “not directly related to the Max return to service.”

Boeing officials said “safety is our shared priority,” and have argued that they followed long-standing certification procedures for that Max that resulted in generations of safe airplanes.

Boeing “continues to fully support airline customers and regulators from around the world” as its software fix is examined and certified, and is supporting “enhanced pilot training and education that will help prevent accidents like these from happening again,” the company said in a statement.

Over the past two weeks, the company has held seven global conferences for airlines that operate the Max “to answer their questions and provide them with the information needed to safely return the updated Max to service, once FAA certification is complete and approval is gained from regulators around the world,” the company said.

Under congressional questioning last week, Elwell described the uncomfortable position the U.S. found itself in following the March crash in Ethiopia and a cascade of grounding announcements around the world, even as U.S. officials insisted there was no data to support such moves. And he made a remarkable appeal for global unity regarding the 737 Max and its future.

Given that “there is the perception, at least, of a crisis in confidence, particularly with regard to the airplane, and maybe larger,” the FAA is seeking to “sort of fix a process that didn’t, in my opinion, go in a way that we’re used to internationally,” Elwell said.

“Internationally, we are collaborative 99 percent of the time. When the Ethiopian accident happened, it was not a collaborative process, from Sunday night until Wednesday morning, despite our best efforts and attempts to have conversations. I know countries act, and they act for various reasons,” Elwell said.

Elwell was referring to the period following the Ethiopian Airlines crash on Sunday, March 10, when a succession of countries, seeing similarities between it and the October crash in Indonesia, barred the 737 Max from flying. It was Wednesday, March 13, when President Trump announced that the United States was following suit.

Elwell said the decision to allow the Max to return to service should be done together as much as possible.

“On the ungrounding, I think it’s just critically important that, as a global aviation community, we do what we do best – we collaborate, we exhibit transparency,” Elwell said.COMMENT

“My hope is that they have the confidence in our work and our analysis to make their ungrounding decisions, if that’s where the discussion is, as close to our decision as possible, because I think that’s important for the world to have some level of confidence,” Elwell said.


Tiruchy-Singapore flight makes emergency landing in Chennai

Chennai:  A Singapore-bound Scoot Airways flight was forced to make an emergency landing at Chennai International Airport early on Monday, May 20 2019, authorities said. The plane, which departed from Tiruchy, landed after the pilots received a smoke warning in the aircraft’s cargo from the automated alarm system.

According to sources, in the early hours of Monday, Flyscoot pilots got a smoke warning at around 3.40 am after the flight SCO 567, carrying 165 passengers and 7 cabin crew, had departed from Tiruchy airport at 1.30 am.

A team of 60 firefighters were ready on the ground when the flight landed in Chennai. No mishap occurred while landing, airport sources said.  The airline, which is Singapore Airlines budget wing, tried to fix the fault but at around 6 am all the passengers were offloaded and later lodged in a hotel.

The airline said in a statement, “Scoot flight TR567, operating Tiruchirappalli-Singapore on 20 May 2019, diverted to Chennai International Airport, as a precaution, due to a cargo smoke warning trigger. The aircraft landed safely in Chennai at approximately 3.41am local time. The aircraft has been grounded for investigations and preliminary assessment indicates a false warning. Scoot will mount a replacement flight to Chennai, subject to regulatory approval, to transport customers back to Singapore. The flight will depart Chennai on 20 May 2019 at 3.30 pm local time. Hotel accommodation and meals have been arranged for customers in Chennai. The safety of our customers is of Scoot’s highest consideration. We apologise for any inconvenience caused.” 


Pilot errors behind Kolkata airport safety concerns?

Kolkata: Two apparent pilot errors within a span of 36 hours at Kolkata airport have triggered safety concerns. While the twin errors are being investigated, senior airport officials have called for more frequent interaction between pilots and air traffic control officers.

The first error occurred on Wednesday, May 15 2019 night when a SpiceJet Boeing B737-800 plane from Bengaluru that had just touched down exited the primary runway using taxiway R instead of taxiway C. According to sources, the pilot had been instructed to take taxiway C prior to landing as well as after touchdown but the plane still made the wrong turn.

Sources at the airport said there were grass-cutters working along the taxiway R at the time who were shocked to see the plane.

On Friday, May 17 2019 morning, yet another error occurred when a SpiceJet Bombardier Dash 8 Q400 aircraft that was to depart for Silchar went beyond the threshold point of taxiway B even an Air India Airbus A319 aircraft was waiting at the edge of the runway for takeoff. This plane, too, was heading for Silchar.

“The AI plane had to abort takeoff and exit the runway. The SpiceJet aircraft was then allowed to depart and only thereafter could the AI flight return to the runway and take off,” an official said.


Jet Airways staff knock on Aviation Ministry’s doors

The airline staff from across various departments took out a march on Tuesday in front of Rajiv Gandhi Bhawan that houses the Civil Aviation Ministry. 

NEW DELHI: Employees of cash-strapped Jet Airways protested outside the Civil Aviation Ministry here on Tuesday, demanding revival of the airline and payment of their pending salaries. 

The protests come amid the State Bank of India-led consortium of lenders struggling to find a buyer for the airline which ceased operations around mid-last month due to acute liquidity crisis. 

Around 200 employees of Jet Airways demonstrated with banners reading “Hear our cry, let 9W fly”, “We fly you around, don’t let us be on ground”, “We have dependents to feed, please don’t let 9W bleed” and “A family helps each other for cleaning house”. 

As the protesters moved towards the ministry, Delhi Police and CRPF personnel erected barriers to stop them. 

Three employees of the full-service carrier met S K Mishra, joint secretary of Ministry of Civil Aviation. 

Asish Kumar Mohanty, one of the employees who met Mishra, told later, “We have given him an update about today’s conditions within Jet Airways… We have not got salaries for the last five months. In between, our medical coverage has also been stopped as the management has told us that they have no revenue.” 

“We told him about three important concerns for the airline — employees’ pending salaries, no management is there now to look after Jet Airways and expedition of SBI’s bidding process,” added Mohanty, who belongs to the airline’s engineering department. 

“The joint secretary said the government is very much concerned about the revival of Jet Airways. He said that the higher officers know about it and dialogue and meeting are going on. We told him that the dialogue and meeting have been going on for the last 3-4 months, but nothing has been done on paper as yet,” Mohanty said. 

He said Mishra was told that aircraft of the airline are being de-registered and the primary concern is the pending salaries of employees. 

According to Mohanty, the joint secretary said he will tell his “top bosses” about the employees’ concerns. 

He added that the central government would be given a petition on Tuesday itself. 


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