FINAL INVESTIGATION REPORT ON ACCIDENT TO Bell 212 HELICOPTER  AT (TUKAWADE) THANE ON 29/09/2013

 The helicopter departed from Juhu airport for Aurangabad at 07:47 IST with 05 persons on board.  The flight plan was filed to fly the route under VFR conditions at 2000 feet AGL with endurance of 02:30 hours. As per ATC, the helicopter changed over the frequency from Juhu to approach control at 05 NM. Juhu ATC passed the ETA 09:30 IST to the control tower. At 09:18 IST, Juhu ATC received call from FIC stating, Helicopter is not in contact. Later WSO, Mumbai informed to Juhu ATC that the helicopter had crashed near Murbad and the same information was passed to Operator at 1010 hrs. IST. At the same time, message was received that the helicopter crashed at 0820 hrs. IST. The location of accident was at around 49 NM from Juhu airport and 104 NM prior to Aurangabad.

 

All the occupants received fatal injuries. The accident occurred in day light conditions.

PIC -52 Years old-Total Experience-Helicopters -3700 Hrs. Total Experience Bell 212-1432 Hrs-PIC on Bell 212-406 Hrs.

Co Pilot-30 Years Old- Total Flying Experience-1727 Hrs. Total Experience on Bell 212-451 Hrs-PIC –Nil.

The CEO of the company is from finance background. The Chief Pilot of the Company is a non-flying pilot though he has got very good experience of helicopter flying.

The Company did not have any permanent contract for the leasing of helicopters from April, 2013. The flying was very limited. There was limited flying and as per the company there was no DGCA approved examiner available on type of helicopter. Bell 212 has been accepted as a variant of the Bell 412 by DGCA and the recurrent checks were carried out at HATSOFF, Bangalore whenever an external examiner was not available.

The helicopter was under flyable storage since 29.5.2013. De-preservation of flyable storage was carried out on 8.8.2013 followed by 90 days/ 100 hrs. Flyable storage inspection was again carried out on 14.8.2013 at 23575:30 hrs. And was repeated periodically till 28.09.2013.

No flight check was conducted prior to releasing the helicopter for the positioning flight as this was not required as per the Company’s approved maintenance schedule.

The CVR readout has the following transmissions by the crew to the engineer on board:

o “Radar should give us something where are we entering.” o “It is not painting yar.” o “…… your radar is not working weather radar.” o “From start it was not working.” o “It was not painting. It is not painting at all.”

The CVR readout of the flight reveals that the Weather Radar was not working during the flight.

The following are the relevant portion of the CVR transcript indicating that the crew was aware of poor visibility conditions immediately after take-off.

“How is the weather?” “Give me wiper yar shortly.” “Because here the clouding is there.” “Now I can’t really make out where are we are. Where are we are.”

The following portion of CVR transcript

PF OK now concentrate on instruments ha. I am on instruments, PNF OK Reduce speed. Right is clear, Now can we descent down a little?  PF No, I will not. PNF Just fly orbit……. You want to turn back? PF No, PNF your rate of descent … rate of descent … rate of descent. PF Mine is OK,I have controls, PNF We are going down We are going down. PF We are not going down.. Hold on. Leave the controls.

Almost immediately thereafter, as Spatial Disorientation had set in, it resulted in the crash.

Further the following CVR transcript indicates that the PIC was

not very much familiar with the track/ terrain.

“Am I steering correctly?”

“Is this my track?”

“What am I supposed to track now?”

“Have we crossed Thane now?”

From the CVR read out it is clear that:

 They experienced poor visibility right from the beginning.

 The pilot was not very familiar with the terrain.

 The radar was unserviceable.

The flight was continued in poor visibility and without adequate terrain clearance. The pilot tried to maintain ground contact, resulting in not having safe ground clearance. The last contact with the helicopter was at 0243 UTC  (25mins 32secs after take-off).

The pilot encountered IMC conditions at 0245 UTC (approximately 27mins after take-off) and decided to fly on instruments.

At approximately 0248 UTC, complete Spatial Disorientation set in, resulting in the fatal crash.

ELT functional check was carried out on 28.9.2013. The ELT antenna got detached during the accident from the ELT therefore, though the ELT was functional (blinking) but the signal was not transmitted /captured by the designated organizations.

 

 

Analysis by ASMSI

The analysis of the accident by ASMSI is based on the Inquiry Report of the Accident placed on DGCA website. In order not to burden the readers with too much of material, only the relevant portion from the report has been included as covered above.

The Operator was the only operator of Bell 212 in the country. No type examiner was available on Bell 212.The PC, other tests and Recurrent Training were being done on the Bell 412 Simulator as approved by DGCA. This has a bearing on the skill levels of the Pilots since there is considerable difference between the handling and operating the Helicopters under different flying conditions.

The Operator is headed by a CEO with financial background and obviously has very little knowledge about the Operating environments of the Helicopter Operations. The Chief Pilot of the Company, though highly experienced helicopter Pilot, was not flying any type of helicopter in the Company and as such was not in an authoritative position to assert himself in a professional manner, in ensuring conducive flying and safety environments in the Company. This has a bearing on the safety and efficiency of the operations being conducted by Company.

The Operator had 3 helicopters and 8 Pilots but no contracts for generating revenue for the Company for quite some time. Flying was very limited and the Operator must be going through financial stress. The stress on the Pilots, AME’s, Technicians and in fact on all the Company personnel including CEO must be tremendous. The Operator must have pulled out all the stops to ensure positioning of the Bell 212 to Nagpur where they had received a contract for 30 days.

Since there was no flying in the Company, Bell 212 which was on preservation for a long period of time, with of course regular maintenance, must have been hurriedly prepared and made ready for the ferry. Even a Flight check to ensure that the helicopter was fully serviceable was not carried out before departing for the positioning. The Pilots in their exuberance to undertake the task, seem to have overlooked the need for a thorough inspection and Flight Check to ascertain the airworthiness of the Helicopter.

Both the Pilots were well experienced. However due to large difference in their age, experience and status (Power Distance/Cockpit Gradient/Authority Gradient), the Co Pilot was inhibited to give inputs and assert himself when the situation demanded. Hence even after noticing the confusion in the mind of the Pilot (CVR Readings), the Co Pilot was not able to assert himself to advise the Captain to return or find a suitable place to land.

The Weather Radar was found to be unserviceable during flight as is evident from the CVR readings. It appears that the Pilots never checked the serviceability of the Radar during ground run. If they had checked the Radar during ground run, its unserviceability would have come to their notice and necessary rectification of the Radar would have been undertaken. It also highlights the importance of a Flight Check if the helicopter has been released for flying after long period of preservation.

The Pilots were not familiar with the terrain most of which is hilly, high ground and likely adverse weather conditions in their route. The Pilots did not take the weather clues of degraded visibility and low clouds into consideration and continued the flight hoping for better weather conditions. The Captain was forced to fly with ground contact since he had non-functional Radar and may be not confident to fly through clouds or undercast.

The low cloud base and poor visibility must have forced the Pilots to fly at lower heights close to the ground so as to remain in contact with ground. The terrain and ground was undulating and the pilots must have been changing their height and direction frequently to avoid high features and weather. Under such conditions, the Pilots seem to have panicked, got disorientated and crashed.

There appears to be lack of Planning and Preparation of the Flight, Knowledge about the Terrain, Weather, Spatial Disorientation, Controlled Flight into Terrain, Situational Awareness, Crew Resource Management, Decision Making, Supervision and Monitoring.

Lessons Learnt

• Planning and Preparation for the Flight is absolutely essential for the safe and efficient conduct of the Flight. During planning and preparation, the Pilots must have very good knowledge of the Terrain (including knowledge of the Electric, Telephone Cables, Pylons, Towers, Trolley cables particularly in the hills and other obstructions, Minimum Safe Altitude, Enroute Altitude, Minimum Descent Altitude, Minimum off Route Altitude and obstructions around and in the approach path of the Airfield/Helipad.
• The next important consideration is weather. It is essential that the Pilots are well informed about weather conditions at the departure and arrival airport/helipad and enroute, the season in which they are operating and the likelihood of generally rough weather in the hilly terrain. The Pilots must learn to respect the weather and should remain alert and vigilant to monitor the weather cues and take decision in time to return, divert or land before the return route/passage closes.
• Low clouds, rain, fog, poor visibility and hilly/high ground terrain are deadly combination. Keep this aspect in mind, always.
• Please do not succumb to any kind of pressure whether it is Company pressure, Commercial pressure, VIP or passenger pressure or self-imposed pressure. Unfortunately most of us tend to take wrong decision under pressure. Pressures will always be there. Pilots must learn to handle pressure without succumbing to it. Remember most of the fatal accidents are caused due to wrong decision making by the Pilots under pressure. Always carry out proper risk assessment and undertake the flight in a professional manner.
• The Co Pilots have to be fully prepared for the Flight, carry out thorough Pre Flight Planning, Preparation, have good knowledge, be alert, vigilant, situationally aware, fully involved with the progress of the flight and assertive if the situation demands to caution the Pilot. They should be an asset in the cockpit and not a dead weight or liability.
• Pre Flight briefing must be carried out by the Captain covering all the aspects of the flight, likely threat to the safety and efficiency of the flight and role of each crew member in normal as well as emergency situation.
• Regardless of the pressures, no compromise should be made on the full airworthiness of the Helicopter. Short cuts can lead to catastrophic consequences.

If the Helicopter has not flown for a long period, a proper ground run and Flight Check are essential requirements to ascertain the Airworthiness of the Helicopter and should not be overlooked. Pre Flight Checks must be carried out meticulously and all the equipment should be checked for its proper functioning. If unserviceability of any critical equipment for the safety of the flight over particular terrain or weather conditions is observed, the Pilots should not hesitate to abandon the mission and return/divert or land.

• The CEO of the Company should be appointed with due care since he has an important role in promoting safety and efficiency of the conduct of operations in the Company. If CEO is not from Aviation background than the Company should have an Accountable Executive who is knowledgeable about the Aviation and is accountable to DGCA for ensuring safe flying environments in his Company. He should be fully involved in the conduct of flying operations of the Company and should conduct close monitoring and supervision through Chief Pilot or Chief Operating Officer.
• There is no place for ego, overconfidence, unprofessional attitude, resigning to fate and show off to impress others. Self-styled Rambos are a serious threat to safety, reputation and survival of the company. Always be a thorough professional, carry out proper Risk Assessment and always err on the positive side.
• Mind Set, get theiritis, homeitis and mission accomplishment at all cost are serious threat to safety. All the Pilots must keep these aspects in mind to remain safe.

 

 

 

 

FEBRUARY 8, 2020 AVIATION SAFETY INDIA

Airlines under-reporting safety incidents: Puri

In Parliament, Union Minister says DGCA audit has revealed a severe shortage of skilled staff in key aviation departments.

On DGCA’s safety audit of airlines has exposed several serious deficiencies in the implementation of aviation safety norms.

In the Rajya Sabha on February 5, Puri said the aviation watchdog found airlines often ignored findings of Flight Operation Quality Assurance (FOQA) system that is supposed to monitor safety and efficiency of flight operations, ATC procedures and aircraft design/maintenance. FOQA data is recorded by all airlines every month to enable them to take corrective actions before problems occur. FOQA findings are kept confidential.

Puri’s reply also mentioned that the airlines were not reporting the safety incidents or occurrences properly due to paucity of skilled staff. “The Maintenance Control Centre (MCC) of the airlines were not adequately staffed with technically qualified personnel. Implementation of Safety Management System (SMS) was deficient,” he said.

Puri also said the quantum of Flight Data Recorder (FDR) data analysed under FOQA is not as per the Civil Aviation Requirements (CAR). CAR are detailed laid down procedures by DGCA from safety perspective which are continuously updated. “Inspection schedules are not revised. Untrained staff were allocated at check-in counters. Flight Crew rostering software was not upgraded,” he stated

Pilots have been alleging that the rostering process is manipulated by the airlines maximizing their duty hours and compromising essential rest which could lead to pilot fatigue and endanger safety.

Comments by ASMSI

It is encouraging sign that the violation of the Safety Norms has received the attention of the Minister of Civil Aviation who has briefed Rajya Sabha about the lapses on Safety front.

 

Most of the Airlines try to avoid reporting Incidents as far as possible due to fear of enquiry, investigation, suspension, loss of reputation and adverse comments from DGCA. In order to encourage the Pilots, Airlines and General Aviation to report all the incidents, it is essential for the DGCA to implement the concept of just culture in letter and spirit. As per the provisions of Just Culture, an honest and genuine error which may be due to error of judgment or skill is not punished but at the same time violation of rules,regulations,orders,instructions and SOP’s  etc., disobedience of orders and habitual offenders are not spared. Individuals or organisations are unwilling to report their errors if they know that the reporting may lead to action against them. Unfortunately, there is lack of reporting culture which is essential for fostering safety culture.

The airlines also have been found to be taking number of short cuts like utilization of untrained /poorly trained employees, lack of implementation of SMS and inadequate follow up action on the findings and recommendation of FOQA. Deficiencies in the various areas of safety are a cause of serious concern.

Manipulation of rostering process by some airlines has come to light due to fearless conduct of audits and raising of audit reports by the DGCA. We are sure that DGCA will target the Accountable Executives who are directly responsible to DGCA for ensuring that no safety compromises take place in their organization.

Shortage of skilled manpower with the airline which are expanding at a very fast rate, needs urgent attention of the Regulator. Although, National Aviation University has been established to provide Aviation related knowledge and skills through various training programs, yet it may not meet the heavy demand of the fast expanding Aviation Industry. Hence there is a need to open more Aviation Training Centers of excellence in Private Sector to meet the ever increasing demand of skilled manpower for the Aviation Sector. India should not only have adequate capacity for meeting its own demands but should also attract students from other countries as well.

DGCA is doing a great job in undertaking the Safety Audits and identifying the weak areas and Non Compliances in a proactive manner. However, unless the follow up action is taken sincerely by the Airlines and General Aviation on the recommendations or instructions of the DGCA, the safety will continue to suffer.

 

 

 

FEBRUARY 11, 2020 AVIATIONSAFETYINDIA

 

DGCA suspends IndiGo captain for misbehaving with wheelchair bound senior citizen

NEW DELHI: The aviation regulator on Monday suspended an IndiGo captain’s flying license for three months after its probe found that the pilot had behaved aggressively with a wheelchair-bound senior citizen and her daughter on a Chennai-Bengaluru flight last month.

The daughter had complained on social media on January 14, a day after her harrowing experience, following which Directorate General of Civil Aviation (DGCA) chief Arun Kumar had ordered a probe into the issue and the senior pilot was grounded.

The altercation had happened when during deplaning in Bengaluru, a lady passenger asked the lead cabin crew for an early wheelchair assistance for her 75-year-old mother. The pilot-in-command (PIC) intervened at this point, leading to an altercation.

The regulator’s probe into the behavior of January 13’s 6E-806 PIC has found that he had “misused his authority in intimidating and threatening the wheelchair-bound passenger and her attendant by saying that they will be handed over to CISF and a police case will be registered against them for unruly behaviour.”

The PIC, says the probe report, “further directed IndiGo security staff to detain both the lady passengers from deplaning. The PIC exhibited aggression… (He) also insisted on an apology letter from the(two), which further delayed the matter and the passengers were detained for about 75 minutes after the start of de-boarding process of the flight.”

“The airline has informed the aviation ministry that the pilot has been off-rostered (meaning will not be assigned flights) pending full inquiry,” Puri had Tweeted on January 14.

The DGCA ordered a probe and issued a show cause notice to the PIC. “After examining the reply of the PIC to the show cause notice, it was established that (his) attitude towards the wheelchair-bound senior citizen passenger was intimidating, threatening and lacked compassion. His actions led to avoidable detention of wheelchair bound passenger. He exhibited lack of ability in managing threat and error situation especially when he was to operate another commercial flight after a short duration, DGCA has suspended the license held by the PIC for a period of three months,” said a senior DGCA official.

Comments by ASMSI

We thank DGCA for appropriate action against the Pilot for intimidating, threatening and showing lack of compassion towards a wheelchair bound Senior Citizen passenger and her daughter. Such insensitive behavior is not acceptable from Pilots, Cabin Crew and Ground Staff. Hopefully, the strict action by DGCA will go a long way in disciplining the concerned employees.

 

FEBRUARY 14, 2020 AVIATIONSAFETYINDIA

Two SpiceJet pilots’ licences suspended for unsafe landing at Mangalore airport

NEW DELHI: Flying licenses of two Spice Jet pilots have been suspended for 4.5 months for carrying out an unstabilised landing at the tabletop runway of Mangalore airport and “jeopardizing safety of the aircraft and passengers”. Runway edge lights of this airport were found damaged after a SpiceJet Boeing 737 flew in Mangalore from Dubai on October 31, 2019.

The Directorate General of Civil Aviation (DGCA) probed the unstabilised landing of the B737 (VT-SLI). It issued show cause notices to the pilot-in-command (PIC) and first officer, seeking explanation from them for this landing.

A senior DGCA official said: “Our investigation has revealed that the aircraft touched down left of the centerline and deviated further to the left. The delayed corrective input by the crew led to damage of three runway edge lights.”

“Reply to the show cause notice (to the pilots) was not satisfactory on following grounds: Delayed corrective input by the crew after touchdown led the aircraft deviating further left and jeopardizing the safety of the aircraft and the passengers. DGCA has suspended the license held by the PIC and first officer for 4.5 months (135 days) from the date of incident,” the official added.

 

 

Comments by ASMSI

Notwithstanding the clear instructions by the DGCA that the Pilots should not continue the approach to land if they are not stabilized on approach by 1000 Ft in IMC conditions and 500 Ft in VMC conditions, number of pilots ignore this aspect because of misplaced confidence in their ability to be able to manage to land safely, ego, pride and self-esteem or fear of questioning by ATC, Regulator or their company. Delayed control inputs to make corrections or delayed decision has led to number of such accidents.

DGCA has clearly mentioned in the CAR that if the Pilots are not stabilised by the stipulated heights, they should not hesitate to go around or divert if required. ATC, DGCA or the Operator will ask no questions from the Pilot for resorting to missed approach or diversion. Going around in case of stabilized approach does not reflect on the performance of a Pilot.

In spite of DGCA instructions, large percentage of Pilots have been found to be not going round when situation demands. It has also been found that a number of Pilots do not follow SOP’s. The Operators needs to address these issues on priority basis.

Most of the accidents occur during approach and landing phase since the safety margin during this phase is minimum. Hence, it is essential for the Pilots to carry out proper approach briefing, be situationally aware at all times, be alert, vigilant and never be complacent till the aircraft has switched off and secured in the designated bay.

For better Situational Awareness, it is essential that the Pilots have good knowledge about their Aircraft, its systems, limitations, emergency procedure ,Sop’s, and other aspects of their flight under different weather and terrain conditions.

FEBRUARY 14, 2020 AVIATIONSAFETYINDIA

DGCA report on Indigo Airbus A-320 at Raipur on Dec 14th 2016, hard landing at +3.164G

An Indigo Airbus A320-200, registration VT-IGK performing flight 6E-201 from Delhi to Raipur (India) with 167 passengers and 7 crew, performed an ILS approach to Raipur’s runway 24, touched down at +2.512G, bounced and touched down a second time at +3.164G. The aircraft rolled out without further incident and taxied to the apron. There were no injuries and no damage to the aircraft.

On Feb 12th 2020 India’s DGCA released their final report concluding the probable causes of the incident were:

The incident occurred due to inadequate flare by the co-pilot during landing.

Delayed decision by the PIC and not initiating the go-around timely are the contributory factors to the incident.

The DGCA reported the first officer (35, CPL, 351 hours total, 61 hours on type) was pilot flying under supervision (Supervised Line Flying), the captain (40, ATPL, 9801 hours total, 6827 hours on type in command) was pilot monitoring. The captain also authorised to act as Line Training Captain.

Following a correct approach briefing the first officer performed a fully stabilized ILS approach to runway 24 until 50 feet AGL, but then did not provide sufficient inputs to flare the aircraft, the captain intervened but could not prevent the aircraft to touch down at +2.512G, the aircraft bounced and touched down a second time at +3.164G above the structural limit of +2.6G. The aircraft did not sustain any damage.

The DGCA wrote with respect to the flight data recorder:

PIC was continuously monitoring the flight parameters and aircraft configuration. However, no input by the PIC is noticed and at last at 8ft above the runway, he tried to give the pitch input. Pitch increased from 2.1o at 8ft to 4.9o at the time of touch-down within a period of 0.875 seconds. The vertical acceleration at the time of first touch-down was recorded 2.512g. Aircraft bounced and again touched-down the runway with pitch angle 6.3o, at ROD 668ft/min with vertical acceleration of 3.164g. However, no response from the FO recorded during and after the touch down.

The DGCA analysed:

First officer was continuously responding instructions of PIC. After passing 50ft, weak flare was noticed by PIC and advised the FO to correct the same. First Officer also admitted that after 50ft, flare was not adequate. PIC advised her to flare the aircraft and at the last he gave the pitch input. At the same time the aircraft touched the ground, bounced and made the hard landing. During her another submission, she submitted that as per earlier briefing she was totally focused on maintaining the center line and did not give the adequate flare input in time. When PIC gave the flare input, aircraft landed hard on main gear. In view of above, it is observed that First Officer was not focussed on the tasks she had to perform during the approach & landing. Also, PIC noticed weak flare, but appropriate action by the PIC was not taken timely. He had to initiate Go-around, if he already noticed weak flare leading to unstabilised approach.

Comments by ASMSI

The serious incident which could have resulted into a serious accident, occurred due to fixation of the Pilot Flying and lack of alertness, delayed decision and may be overconfidence on the part of the Pilot supervising. The Pilot Flying has stated that she was more focussed on maintaining centerline and failed to notice the correct flare attitude. Due to her fixation on maintaining center line, she did not realize that the flare attitude is shallow. If the Pilot supervising was alert, he would have increased the flare attitude in time to the recommended attitude rather than cautioning the Pilot Flying about the inadequate flare attitude and then raising the attitude himself which was rather late. In such situations, decision has to be taken in a fraction of second and any delay can be serious.

Captain had almost 10000 hrs of flying with around 7000 hrs on type. He was also Line Training Captain. With this kind of experience and status, there is likelihood of the Captain to become overconfident. Some Instructors, in order to provide confidence and training value to the Pilot under training tend to give more leeway to the trainee for self realisation and corrections. However, on commercial aircraft, one cannot afford such luxury since the consequences of delayed decision to take over controls can lead to catastrophic consequences impacting passenger safety.

The need for the Pilot Flying and Pilot Monitoring to remain situationally aware, fully involved, alert, vigilant and not being complacent cannot be overemphasized. Senior Pilots, Instructors with vast experience tend to become overconfident. A mature and responsible conduct is expected from Senior Pilots and they must remain grounded lest they compromise safety.

 

 

 

FEBRUARY 17, 2020 AVIATIONSAFETYINDIA

 

Disaster averted: Jeep on runway forces Air India plane to lift off early from Pune

NEW DELHI: An Air India aircraft on high speed take off roll at Pune airport Saturday, 15 Feb 2020 morning was forced to get airborne earlier than planned to avoid a possible collision with a jeep that was dangerously near the airstrip. The aircraft had a speed of 220 kmph when an alert Captain Vikram Singh Besoa and first officer Mansika Harlan decided to go for early rotation — lifting nose wheel off the ground — instead of completing the take off roll as planned before doing so. The jeep belongs to Indian Air Force (IAF), which operates the Pune defense airfield, and there was also a man near the runway.

The rear section of Airbus A321, which has a longer fuselage than A320, scraped the runway in the process. Luckily it (VT-PPU) took off uneventfully at 7.55 am and flew all the 190 on board, including 180 passengers, safely to its destination Delhi as AI 852 where it landed at 10.17 am. “Prima facie, Captains Besoa and Harlan have prevented a disaster,” said a senior pilot.

Damage on the fuselage was discovered during inspection of the aircraft before being released for the next flight it was to operate to Srinagar as AI 825. AI has grounded the aircraft for checks and the Directorate General of Civil Aviation (DGCA) is probing this incident.

In a statement, IAF confirmed that on Saturday morning “a service vehicle was cleared for routine task on the runway at Pune airfield. It reached close to the runway at a time when an Air India flight was on the take off roll.”

“Due to the presence of the vehicle near runway, the AI pilot had to do an earlier rotation, (earlier) than planned by the crew of the aircraft. The AI aircraft has landed safely in Delhi. The matter is under investigation by IAF,” the statement added.

An AI spokesman said: “The A321 aircraft, which came from Pune as AI 852, … was observed to have certain marks towards the (lower end)…. It has been withdrawn for the detailed investigation. The CVR (cockpit voice recorder) and SSFDR (flight data) readouts would be carried out and the findings shared appropriately.”

As per protocol, the crew has been taken off flying duty for so that they are available for the investigation. “We will have interaction with them shortly. IAF has been requested to preserve ATC recording for investigation,” said a DGCA official.

The pilots’ presence of mind and quick action has come in for praise. “The average decision speed (V1) — by which any decision to reject a takeoff must be made — for an A321 is 240-250 kmph, depending on various factors like temperature and weight of aircraft. The Pune-Delhi flight may have been below V1 but averting take off might have meant ramming the jeep and a disaster. So the pilots decided to get airborne as soon as possible. The A321 has a longer fuselage (compared to A320) and in almost all tail scrape/strikes involving this aircraft, the same is realised on seeing the marks after landing,” said one of the senior most commanders of AI.

Comments by ASMSI

Absolutely, a disaster situation was averted by the Pilot and he should be commended for the same. The Pilot justifiably had panicked when he sighted the Jeep and appears to have raised the attitude higher than normal for takeoff, thus scrapping his tail. We thank the providence for saving this catastrophic situation. Lack of adequate communication between ATC, Pilot and the runway inspection team/vehicles can result in serious situations. Absent mindedness, lack of alertness, situational awareness and proper communication can lead to disastrous consequences. Hence, ATC, Pilots and vehicles required for runway inspection etc. should remain ever vigilant.

FEBRUARY 17, 2020 AVIATIONSAFETYINDIA

EDIT

Rajiv Bansal appointed Air India chief

 

NEW DELHI: The government on Thursday, 13 Feb 2020 appointed senior IAS officer Rajiv Bansal as the chairman and managing director of Air India (AI). Bansal, currently additional secretary in petroleum ministry, had held additional charge of AI chief in August 2017 for about four months when the then chairman Ashwani Lohani was moved to Railway Board.

After retiring from Railway, Lohani was made AI CMD last February for a year and has completed his second term.

Bansal will take charge as AI chairman from Lohani at a time when the divestment process of the airline is on and bids have been invited.

Rajiv Bansal, an IAS officer of Nagaland cadre, is a civil engineer from IIT Delhi. In his long career, he has served as secretary, Central Electricity Regulatory Commission; joint secretary in the department of heavy industries and director in aviation ministry. He has earlier been on the boards of BHEL (Bharat Heavy Electricals Limited), National Aviation Company of India Ltd — the short-lived name of Air India and Indian Airlines after the two were merged in 2007 — and Alliance Air, among other organisations.

 

FEBRUARY 18, 2020 AVIATIONSAFETYINDIA

EDIT

Domestic air passenger traffic increased by 2.2% in January: DGCA

New Delhi: The domestic air passenger traffic in January increased by 2.2 per cent to 1.27 crore compared to the same month in 2019, according to data released by aviation regulator DGCA on Monday.

In comparison, the growth in domestic traffic in December 2019 was 2.56 per cent compared to December 2018.

The passenger load factors of Air India, Spice Jet, Go Air, Indigo, Air Asia India declined in January 2020 as compared to December last year, as per the DGCA data.

The passenger load factor measures the seat capacity utilisation of the airline.

DGCA stated in its report, “The passenger load factor in the month of January 2020 has shown decreasing trend compared to previous month due to end of tourist season.”

With 75.7 per cent, Air Asia India was number one in on-time performance (OTP) measured at four metro cities — Bengaluru, Delhi, Hyderabad and Mumbai.

IndiGo at 74 per cent and Vistara at 70.2 per cent were number two and number three respectively on OTP performance at these four cities.

IndiGo maintained its lead position with 47.9 per cent share of the domestic passenger market in January 2020, the data showed.

Spice Jet’s market share increased from 16.5 per cent in December to 16.6 per cent in January, giving it the number two spot, as per the data.

The market share of Air India, GoAir, Air Asia India and Vistara was 11.6 per cent, 9.8 per cent, 6.9 per cent and 6.5 per cent respectively last month.

In January, a total of 798 passenger-related complaints were received by the domestic airlines, according to the DGCA data.

The number of complaints per 10,000 passengers carried for the month of December was around 0.62.

Among major domestic airlines, Air India topped the list of passenger grievances with 1.9 complaints per 10,000 passengers in September, while GoAir was on number two position with 1 complaint per 10,000 passengers, as per the DGCA data.

 

FEBRUARY 19, 2020 AVIATIONSAFETYINDIA

EDIT

Go Air Ahmedabad-Bengaluru flight scare after engine catches fire, all passengers safe

Bengaluru-bound Go Air flight’s engine caught fire on at Ahmedabad airport Tuesday morning. The fire has been, however, doused and all passengers are safe.

In a statement on Tuesday, GoAir said that the right engine of the Ahmedabad-Bengaluru flight suffered damage, which resulted in a small fire.

“The right engine of GoAir Ahmedabad to Bengaluru flight suspected to have suffered from a foreign object damage while on take-off roll. The suspected FOD resulted in a small fire which has been doused. All passengers and crew are safe,” GoAir said in a statement.

The airlines added that no emergency evacuation was deemed necessary and that the passengers will be deplaned after the aircraft is towed off the runway.

Comments by ASMSI

FOD,s are a major hazard and all out efforts must be made by the Airport Operator to ensure that there are no FOD’s in the Parking Bays,Maneouvering Area, Taxi tracks and Runway. Regular sweeping and inspection of these areas must be undertaken and the concerned staff should be sensitized about the hazard that can be posed by FOD.

 

FEBRUARY 19, 2020 AVIATIONSAFETYINDIA

EDIT

Soon, kits to get stuck planes off runway at six airports

NEW DELHI: Aircraft stuck on runways will not be able to hold up and delay traffic by September, with major airports set to install six Disabled Aircraft Recovery Kit (DARK) systems.

In July last year that the aviation regulator had asked operators of Bengaluru, New Delhi and Mumbai, along with the Airports Authority of India (AAI), to buy six such systems.

“Bengaluru airport will be the first to install DARK in June. Airports in Delhi, Mumbai and three AAI airports will install the equipment by September,” said a senior Directorate General of Civil Aviation (DGCA) official who did not want to be identified. The official said operators have updated DGCA on status of the acquisitions.

DARK is used to clear aircraft that veer off the runway, blocking it. There is only one kit in India at present, owned by national carrier Air India.

The need for more was felt after a SpiceJet aircraft overshot the runway in Mumbai during bad weather and got stuck, leading to closure of the main runway, last year. Hundreds of flights were cancelled and delayed, leading to a spike in fares too. The SpiceJet plane could only be removed after 90 hours as the kit was in Mangalore for retrieving an Air India Express aircraft.

DGCA chief Arun Kumar took serious note and asked airport operators to have DARK to ensure immediate aircraft retrieval — especially during bad weather — and resume normal operations.

Comments by ASMSI

It is a very Pro Active action by DGCA to instruct 6 major airports to acquire Disabled Aircraft Recovery Kit. It is essential for speedy resumption of normal operations at the airport in the event of the aircraft getting disabled on the runway or in close vicinity. Last year couple of aircraft had gone out of runway during monsoon period and Spice Jet aircraft had got badly stuck in a position which prevented use of Runway by other aircraft. A Disabled Aircraft Recovery Kit could have taken the stuck Spice Jet Aircraft away from the runway which would have avoided cancellation of large number of flights. Our compliments to DGCA for this proactive step. Hopefully, before the onset of Monsoons, the Recovery Kits would be procured and made operational.

FEBRUARY 20, 2020 AVIATIONSAFETYINDIA

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Indigo flight returns to terminal after two passengers try to open aircraft door while taxiing

NEW DELHI: A Delhi-Jeddah IndiGo flight had to return to Delhi Airport on Tuesday night after taxiing for take off when two passengers created a scene inside the aircraft as two of their co-passengers were off-loaded from the flight due to losing their boarding card.

According to sources, a group of 110 people from Srinagar were travelling via Delhi to Jeddah. Two of them lost their connecting boarding card and were not allowed to board the the Airbus A321 (VT-IUH) that was to operate from Delhi to Jeddah as 6E 1741.

“While the aircraft was taxiing, the group leader demanded that the two passengers be accepted on board. The IndiGo crew tried to pacify this person and asked him to take his seat as the aircraft was taxiing. But two on board reportedly got very agitated and tried to open the aircraft door to stop it. When they resorted to this, the captain decided to return to the terminal where two male and three women passengers were offloaded with their three checked-in bags,” said an official.

A complete anti-sabotage drill was performed. The aircraft, which has a schedule departure time of 8.10 pm, finally took off with a delay of three hours.

An IndiGo spokesperson said: “We confirm the incident on 6E1741 operating from Delhi to Jeddah on February 18, 2020. Some passengers displayed unruly behaviour and were offloaded to continue flight operations. A report has been filed with the relevant authorities as per protocol.”

FEBRUARY 22, 2020 AVIATIONSAFETYINDIA

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DGCA introduces tests to check pilots for psychoactive substances

NEW DELHI: In an attempt to ensure that pilots flying your planes or ATC officers guiding them are not high on dope or other such drugs, the Directorate General of Civil Aviation (DGCA) to has ordered to now test flight crew and air traffic controllers (ATCO) for such drugs.

DGCA chief Arun Kumar has ordered “random drug testing for the consumption of (10) psychoactive substances” like cocaine, marijuana/hashish, MDMA or ecstasy and morphine/opiate. A pilot or ATCO testing positive for drug abuse for the first time will be grounded and made to undergo de-addiction/rehabilitation programme. Failing for the second time will mean cancellation of licence, which means such a person will not be able to work as a pilot or controller again.

According to the order these tests will be carried out post-flight (for crew) or post-shift (for ATCOs). People refusing to undergo this test “shall be removed from the safety sensitive duties until they clear detailed drug testing profile within a week, failing which the license of the involved person shall be suspended for three years.

Testing will be done by a DGCA-authorised laboratory at six airports of Delhi, Mumbai, Chennai, Kolkata, Bangalore and Hyderabad in phase 1. Airlines and Airports Authority of India (which provides ATC services) “shall ensure that at least 10% of (their flight crew and ATCOs) are covered in a year.”

Testing will be done on urine samples collected from the randomly selected employees. Samples shall be collected only with consent of the person required to undergo test.

Apart from random checks, pilots and ATCOs will have to be tested for drug abuse at three stages: before getting hired; after an accident and follow-up testing of confirmed cases. All positive cases will have to be reported the DGCA within 24 hours.

Comments by ASMSI

A timely initiative by DGCA to introduce tests to Check Pilots, Air Trafiic Controller and other employees involved in Airside operations for use of psychoactive substance. Besides ensuring safety, this step will also ensure better Physical and Mental health of the concerned people.

FEBRUARY 25, 2020 AVIATIONSAFETYINDIA

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Air Force Pilot Killed As Trainer Aircraft Crashes In Punjab’s Patiala

Air Force Pilot Killed As Trainer Aircraft Crashes In Punjab’s Patiala A Pipistrel Virus SW 80 trainer aircraft crashed soon after taking off from the Patiala Aviation Club airport, killing Wing Commander GS Cheema, an official spokesperson said.

Patiala: A micro light aircraft crashed on Monday in the Army cantonment area, killing an Indian Air Force pilot and injuring a National Cadet Corps (NCC) cadet.

A Pipistrel Virus SW 80 trainer aircraft crashed soon after taking off from the Patiala Aviation Club airport, killing Wing Commander G S Cheema, an official spokesperson said.

Wing Commander Cheema was on deputation at an NCC unit here, he said.

In the crash of the two-seater aircraft, an NCC cadet too was injured, he said.

The injured NCC cadet was identified as Vipin Kumar Yadav of Mahindra College, Patiala, the official said.

An inquiry has been ordered by the IAF to ascertain the cause of the accident, the spokesperson said.

Comments by ASMSI

A very sad occurrence. Our heartfelt condolence. Hope the cause of accident is established and remedial measures are taken to prevent such occurrences.

FEBRUARY 25, 2020 AVIATIONSAFETYINDIA

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Navy’s MiG-29K Aircraft Crashes Off Goa during Training, Pilot Safe

New Delhi/ Goa: An Indian Navy aircraft – MiG-29K – on a routine training sortie crashed near Goa on Feb 23, 2020 morning. The pilot of the aircraft managed to eject safely.

A probe has been ordered into the incident, according to an official statement.

“Today morning at around 1030h a Mig 29k aircraft on a routine training sortie crashed off Goa. The pilot of the aircraft ejected safely and has been recovered. An enquiry to investigate the incident has been ordered (sic),” Indian Navy tweeted. The aircraft took off from the INS Hansa base at Vasco in Goa.

Comments by ASMSI

This is the second accident of MIG 29 K ex Goa. Couple of MIG 29 belonging to Indian Air Force also have been lost due to accidents. Probing the cause of accidents in depth is of paramount importance.

FEBRUARY 26, 2020 AVIATIONSAFETYINDIA

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DGCA Begins Audit of AI’s Airbus 319s

New Delhi: The Directorate General of Civil Aviation (DGCA) has initiated an audit of all 20 Airbus 319 aircraft in Air India’s fleet after the regulator found that one of the planes had a broken panel that blocked the access to the emergency exit.

The regulator had acted on the basis of a complaint from a passenger on a flight operating between Aizawl and Kolkata sector and the DGCA had asked the national carrier to ensure that the problem is fixed.

“As immediate corrective action, an engineering order to inspect and rectify the defect… has been issued for compliance,” said an email from the national carrier. …as a preventive action, all Airbus 319 aircraft will be inspected to ensure the secured and correct installation of the panel during major checks,” the email read.

Comments by ASMSI

Broken Panel which blocked the access to Emergency Exit is serious lapse and unacceptable. It speaks poorly about the maintenance standards of the Airline. Air Bus A- 319 operated by Air India are more than 20 years old and quite heavy on maintenance. The decision of DGCA to undertake audit of A-319 is timely and will prove to be of value in enhancing maintenance standards and safety. The lapses on the part of concerned Maintenance personnel should be investigated and concerned individuals should be brought to book.

 

 

FEBRUARY 27, 2020 AVIATIONSAFETYINDIA

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Spicejet aircraft makes emergency landing at Kolkata airport

KOLKATA: A Spicejet aircraft with 183 passengers on board made an emergency landing at the Kolkata airport on Wednesday morning after the pilot suspected a leakage in the fuel tank, airport sources said.

The aircraft was on its way to Guwahati from Mumbai.

“At around 8:45 am on Feb 26 2020, Wednesday, the flight’s pilot informed the air traffic control (ATC) in Kolkata of a suspected fuel leakage and that the flight needs to make an emergency landing. The flight landed around 8:58 am,” said Kaushik Bhattacharya, the director of NSCBI airport.

“We have informed the Directorate General of Civil Aviation (DGCA). All passengers have been deboarded. The flight is undergoing necessary maintenance. It is yet to take off,” Bhattacharya said around 11:30 am.

Experts found after a detailed inspection of the aircraft that the leakage was not in the fuel but in the water tank, the sources said.

Suspecting a leakage in the fuel tank, the pilot contacted the Kolkata Air Traffic Control at 8:45 am and sought permission for an emergency landing.

Permission was granted and the aircraft landed safely, the sources said.

Comments by ASMSI

The Pilots must be complimented for taking right decision. Any leak whether from Fuel Tank or Water Tank should not be ignored. Next time if some Pilots notice leakage, they should not think that it is from water tank and not fuel tank, going by this precedence.

 

December 02, 2019-AVIATION SAFETY INDIA

SAUDI FLIGHT MAKES EMERGENCY LANDING IN BENGALURU, DISRUPTS OPERATIONS FOR 45 MINS

A Saudi Arabian Airlines flight (SV 3835 D) from Kuala Lumpur to Medina made an emergency landing at Kempegowda International Airport (KIA) in Bengaluru, disrupting flight operations for around 45 minutes.

According to sources, a technical glitch forced the aircraft to make an emergency landing on Sunday morning at 9.08 am. Around 250-280 passengers and crew were on board and all have been reported safe.

The emergency landing disrupted flight operations for about 45 minutes at the airport, it is learnt. The technical glitch was noticed when the aircraft was close to the Chennai airport but bad weather forced it to be diverted to Bengaluru, sources said.

On Sunday evening at around 7 pm, the airline sent a replacement aircraft (an Airbus A330) to fly the passengers to Medina.

On November 11, a GoAir aircraft from Nagpur veered off the runway at the Kempegowda International Airport due to bad weather conditions. Around 170 passengers escaped unhurt as the aircraft touched the unpaved surface along the runway before taking off again. The aircraft was diverted and all the passengers, crew and aircraft landed safely at Hyderabad.

 

 

DECEMBER 2, 2019 AVIATIONSAFETYINDIA

IndiGo’s A320neo engine issue linked to how airline flies planes, believes DGCA

DGCA told IndiGo that IndiGo’s practice of revving A320neo jets at full thrust could wear down engines, say sources

IndiGo still needs to replace 110 engines out of 196 that were affected

IndiGo and Go Airlines India Ltd. use the same type of engine made by Pratt & Whitney that’s susceptible to mid-flight shutdowns. Yet IndiGo, one of Airbus SE’s biggest customers, is the only one to encounter turbine failures this year, drawing heavy scrutiny from the aviation regulator.

The reason could be linked to how the budget airline flies. India’s Directorate General of Civil Aviation told IndiGo’s operator, InterGlobe Aviation Ltd., that its practice of revving A320neo jets at full thrust right after takeoff could wear down the engines, people familiar with the matter said. By contrast, Go Air — India’s fourth-largest carrier by market share — typically uses a so-called alt-climb approach that applies less thrust, the people said, asking not to be identified discussing a private matter.

Climbing at full thrust can help planes burn less fuel, two of the people said. IndiGo has suffered 13 engine shutdowns related to low-pressure turbines during climbs this year, according to one of the people who was directly involved in an investigation where the DGCA ran a comparative analysis on how both airlines operate.

The issue has been costly. The DGCA this week said every time a new plane joins IndiGo’s fleet, it must ground one A320neo that hasn’t had its engines fixed. That essentially prevents Asia’s biggest budget airline by market value from adding new flights until the issue is addressed. IndiGo has 730 of the latest model on order — making it the world’s top A320neo customer — and wants to expand its network beyond cities such as Istanbul to destinations including London.

Pratt, a unit of United Technologies Corp., invested $10 billion to develop its fuel-efficient geared-turbofan engine for single-aisle jets like the A320neo, but it’s suffered repeated setbacks since its commercial introduction in 2016, including a cooling problem, durability issues and delivery delays. IndiGo shifted away from the engines in June with a $20 billion order to CFM International Inc., a joint venture between General Electric Co. and France’s Safran SA, although those deliveries have yet to start.

An IndiGo spokeswoman said the matter is “strictly between the airline and the concerned authorities.” The U.S. Federal Aviation Administration hasn’t established any connection between the climb procedure and engine problems, she wrote in a text message, adding that the safety of passengers, crew and aircraft remains the utmost priority.

An Airbus spokesman said the planes are designed to handle full thrust, but it is “established best practice” for pilots to lower the thrust while climbing to reduce stress on the engine.

IndiGo has a lot of aircraft operating in an “aggressive environment” and flies them “hard” with a high number of hours, Michael Schreyoegg, chief program officer at Germany’s MTU Aero Engines AG, a partner with Pratt on the GTF, said Wednesday at an investor event in Langenhagen near Hanover. His comment was in response to a question about why IndiGo keeps having engine issues while others don’t.

Pratt is was working with airlines to incorporate upgrades in the low pressure turbine “to address a known issue,” the company said in a statement via text message, adding that the upgrades are already certified and incorporated into new engines, and during planned maintenance visits. A representative for the aviation ministry, which oversees the DGCA, referred queries to the regulator, saying it was a “technical” question. A Go Air spokesman didn’t immediately respond to requests for comment.

India originally asked IndiGo to replace all its faulty engines by Jan. 31, but the DGCA said Monday that the airline’s efforts to meet the deadline didn’t “instill enough confidence.” In a meeting with the regulator Monday, IndiGo offered to replace all unmodified engines by January 2021, but the request was denied, one of the people said, adding that the initial deadline remains.

IndiGo still needs to replace 110 engines out of 196 that were affected, Civil Aviation Minister Hardeep Singh Puri said Wednesday. He said GoAir hasn’t had the problems IndiGo encountered on its A320neo jets, without providing a reason. After the DGCA informed IndiGo of its findings, the company started taking steps to employ a climbing procedure similar to GoAir, the people said.

Given the number of replacements required and Airbus delivery delays, IndiGo may not be able to update all the engines by the fiscal year ending in March, according to Motilal Oswal Financial Services Ltd. In a note Tuesday, the brokerage cut its capacity growth estimate for IndiGo to 14% from 25% this year, and to 6% from 10% for next year.

 

 

 

 

DECEMBER 3, 2019 AVIATIONSAFETYINDIA

IndiGo stops pushing Airbus engines to limit after shutdowns

IndiGo has told its pilots to stop pushing engines on its new Airbus SE jets to the limit when the planes are climbing, after India’s aviation regulator said the practice may have contributed to turbines failing in the air.

All the budget airline’s A320neo aircraft now use a lower thrust setting following take off, according to a spokeswoman from IndiGo, which has suffered 13 engine shutdowns during ascents this year. The decision was taken “in order to make every possible effort to minimize exposure of engines,” she wrote in an email, adding that manufacturer Pratt & Whitney stated there’s no evidence of a connection between climbing procedure and engine incidents.

Ascending at maximum power can help burn less fuel as it takes less time to reach cruising altitude. IndiGo made the switch only after India’s Directorate General of Civil Aviation found in a probe – first reported by Bloomberg on Friday – that full-thrust climbs could wear down the engines and probably contributed to the shutdowns, people familiar with the matter said earlier.

IndiGo instructed pilots of the A320neo-family of jets last month to use no more than 93% thrust on the Pratt engines until they reach 25,000 feet (7,622 meters), the people said. They asked not to be identified because the change hadn’t been made public.

The airline spokeswoman said the change had “hardly any difference” in day to day operations, beyond taking two to three minutes longer for aircraft to reach optimum flight level due to lower thrust settings. “Difference in fuel consumption is marginal,” she said.

IndiGo, operated by InterGlobe Aviation Ltd., is among the world’s fastest-growing carriers. Smaller rival Go Airlines India Ltd., which uses the same Pratt engine, typically uses the more gentle alt-climb approach now employed by IndiGo and hasn’t faced similar engines failures, people familiar with the matter have said.

Pratt representatives didn’t immediately respond to requests for comment, while the DGCA declined to comment on what it described as an internal issue for IndiGo. Airbus declined to comment on its customers’ operations.

Holding Back Expansion
IndiGo’s mid-flight dramas have been a headache for the airline. The DGCA has said every time a new plane joins IndiGo’s fleet, it must ground one A320neo that hasn’t had its engines fixed. That essentially prevents Asia’s biggest budget airline by market value from adding new flights until the issue is addressed.

IndiGo is the world’s top A320neo customer. It has 730 of the latest model on order and wants to expand its network beyond cities such as Istanbul to destinations including London.

IndiGo told pilots, engineers and training crew in mid-November about the “alternate max climb rating option” on its A320neo-family of jets, the people said. Such a practice is also known as a “derated takeoff.”

IndiGo told pilots, engineers and training crew in mid-November about the “alternate max climb rating option” on its A320neo-family of jets, the people said. Such a practice is also known as a “derated takeoff.”

The airline’s new guidelines say the Pratt engines on the A320neo cannot return to full thrust before 31,000 feet, while the bigger A321neo needs to gain a further 2,000 feet before maximum power is applied, they said. That process will reduce wear and tear on the engines, and will be applicable to all new engines as well, one of the people said.

Pratt, a unit of United Technologies Corp., invested $10 billion to develop its fuel-efficient geared-turbofan engine for single-aisle jets like the A320neo, but it has suffered repeated setbacks since its commercial introduction in 2016, including a cooling problem, durability issues and delivery delays.

Pratt, a unit of United Technologies Corp., invested $10 billion to develop its fuel-efficient geared-turbofan engine for single-aisle jets like the A320neo, but it has suffered repeated setbacks since its commercial introduction in 2016, including a cooling problem, durability issues and delivery delays.

IndiGo shifted away from engines in June with a $20 billion order to CFM International Inc., a joint venture between General Electric Co. and France’s Safran SA, although those deliveries have yet to start.

 

Comments by ASMSI

Indigo and Go Air, both have suffered heavily due to the New Engine Option on Air Bus 320. Although fuel efficient, New Engines have had many problems like engine shut down in flight, heavy engine vibrations, oil leaks etc. DGCA having appreciated the Flight and passenger safety aspects, has been fully involved and have set deadlines to replace the trouble prone Engines, on number of occasions. Of Course, the Air Bus has not been able to keep pace with the replacement of the NEO in tune with DGCA instructions and now 31 May 20 is the new likely deadline. Hopefully by then, all the trouble prone NEO will be replaced. During this phase, the Airline, Pilots and Engineers have to be very cautious and fully involved to ensure no safety compromise takes place.

During the investigation by the regulator, it was revealed that the number of problems on NEO engines with GO Airline aircraft were considerably less compared to Indigo. It was found that the GO Air Pilots were not continuing to use Full thrust for climb after takeoff while the Indigo Pilots were found to be using full thrust till reaching 25000 ft. This aspect of using full power for a longer duration (high Temperature and stress) may have been causing increased number of problems with the Indigo Aircraft NEO.

We wonder if there was any interaction between Go air and Indigo related to the common engine problems faced by both airline more so by Indigo. May be out of commercial and professional rivalry/competition, ego and pride, the airlines do not interact among each other.

It is essential for the Airlines operating same type of Aircraft to have some meetings, discussions so that they can learn from each other’s experiences and knowledge. It is necessary that concerned authorities apply their mind, involve themselves to dig deeper and not remain fixated only on one angle.

DGCA may consider facilitating better interaction among airlines particularly when such situation develops.

Spicejet Boeing 737-800 near Muscat on Dec 4th 2019, smoke on board

 

A Spice jet Boeing 737-800, registration VT-SZI performing flight SG-18 from Dubai (United Arab Emirates) to Kochi (India), was enroute at FL350 about 30nm south of Muscat (Oman) when the crew decided to divert to Muscat. The aircraft landed safely on Muscat’s runway 26R about 50 minutes later.

A replacement Boeing 737-800 registration VT-SLE reached Kochi with a delay of 12.5 hours.

The airline reported a technical problem prompted the diversion to Muscat. A replacement aircraft was dispatched to Muscat.

Passengers reported smoke was detected on board prompting the diversion.

DECEMBER 6, 2019 AVIATIONSAFETYINDIA

DECEMBER 7, 2019 AVIATIONSAFETYINDIA

FAA Issues Updated Equipment Rules for Boeing’s 737 Max Jet

• Proposals mark a step in returning grounded plane to service
• S. regulator is revising aircraft’s operational requirements

In a small step toward returning Boeing Co.’s 737 Max to service, U.S. regulators are revising requirements for how airlines must operate the plane if equipment breaks down.

The U.S. Federal Aviation Administration on Thursday issued proposed new rules for airline operations on the Max that adapt to the fixes being finalized for the grounded jetliner. The public will have 30 days to comment on the document, which was posted on the FAA’s website.

Boeing is finalizing changes to a flight-control system linked to two fatal crashes, in Indonesia and Ethiopia that killed 346 people. The manufacturer is also altering the plane’s flight-control computers after tests showed they were vulnerable to failure.

The company must complete an audit of the software changes and test the revised system in flight simulators with a variety of pilots. In addition to signing off on the redesign, the FAA is also devising new pilot training.

One of the more technical steps in the process is to revise what is known as the Master Minimum Equipment List, which lays out conditions under which an operator can fly the aircraft with a variety of malfunctions. Major breakdowns require that a plane get fixed before flight, but airlines can fly with relatively minor malfunctions if there are adequate backups and repairs are performed within a prescribed time.

Because of revisions to the 737 Max’s flight computers — which will be checking each other in Boeing’s proposed new design — the FAA is changing requirements for how airlines operate if the computer or related functions aren’t working properly.

“This is a positive sign of the measured approach for ensuring the safe return to service of the 737 Max and the thorough approach by the FAA in this process,” Boeing spokesman Paul Bergman said in an email on Thursday night.

Comments by ASMSI

FAA, which had almost given some autonomy to Boeing in deciding on the airworthiness of Boeing Max aircraft, appears to be in high gear to resolve the issues, afflicting Max aircraft to make it fool proof. All the aspects of the failure which occurred in both fatal accidents have been thoroughly analysed and necessary modifications are being tested and it is expected that FAA will not approve the airworthiness of Max till they are fully satisfied about the safety of the aircraft.

FAA and Boeing seem to have learnt their lesson well and are fully involved in placing stringent requirements for how the Pilots will respond if the computers or other software related problems occur in flight. It is hoped that the safety aspects of the aircraft with high degree of computer control and malfunction will be taken care of after the regulator and the manufacturers have learnt their lessons from the fatal accidents.

DECEMBER 11, 2019 AVIATIONSAFETYINDIA

DGCA Gives Nod for Boeing Training Facility in Singapore

In a first of its kind flow, aviation regulator DGCA has given clearance for a Boeing training facility in Singapore as according to the Indian watchdog’s certification  system,  in keeping with a senior respectable. The legit said the clearance  might help complete carrier Vistara in inducting Boeing 787 planes early subsequent 12 months due to the fact there’s only one such facility in India which does no longer have spare capacity.

Approval has been accorded to Boeing training facility in Singapore for 787 sort of plane. Pilots go through education at Approved Training Organisations (ATOs). With Vistara poised to tentatively get these plane type from February 2020, the approval for the Singapore facility might facilitate the induction, the reliable source stated.

Currently, the schooling facility for this kind is handiest to be had with Air India however does now not have spare capacity to educate every other pilots. Till now, the DGCA changed into most effective accepting approval, as granted via another ICAO contracting kingdom, for remote places ATOs.

Currently, the schooling facility for this kind is handiest to be had with Air India however does now not have spare capacity to educate every other pilots. Till now, the DGCA changed into most effective accepting approval, as granted via another ICAO contracting kingdom, for remote places ATOs.

Comments by ASMSI

India is a big Aviation market and in near future, it is expected to be third largest aviation market in the world. However, we are still dependent on Singapore and other destinations for our ATO requirements. There is an urgent need to establish these facilities in India on high priority.

DECEMBER 11, 2019 AVIATIONSAFETYINDIA

GoAir Singapore-Bengaluru flight grounded after technical glitch

A Go Air flight en direction to Bengaluru was Monday, 9^th Dec 2019 grounded in Singapore following a technical problem. According to GoAir spokesperson, flight – G8 28 Singapore – Bengaluru had an air turn back on priority rapidly after takeoff.

“There were 158 passengers on board. The aircraft is currently being attended to by the Go Air engineering team,” he said.

Meanwhile, a passenger tweeted announcing the GoAir Singapore-Bengaluru flight grounded due to the scent of oil stated in cabin mid-air. Kumar Jiwitesh, tweeted, “GoAir flight scent of oil suggested in cabin mid-air. Literally Stranded at Changi Airport from the past 2 days! No update yet from the group. Cooking up memories to simply fool the passengers!”

GoAir spokesperson said, “the boarding has commenced to Bengaluru and safety of passengers and crew is of paramount importance and we sincerely regret any inconvenience caused to our passengers.”

Comments by ASMSI

Smell of Oil in the passenger cabin is a freak incident, not commonly heard. The airlines must ensure that they inform the passengers in a truthful manner about any technical or other issues and efforts to mislead passengers should be best avoided. Safety and comfort level are very important for the passengers.

 

 

 

 

 

Helicopter Pilots from Civil and Military did a great job under extremely trying conditions in reaching out to the victims of Disaster in Uttrakhand. It was the first time in the history of Civil Helicopters when such a large number of Civil helicopters took part in relief operations along with almost 40 plus helicopters from Air Force and Army. Such a large number of Helicopters and even some aircraft flying in such restricted area demanded very high level of coordination and control for safe and efficient air space management. The high standards of professionalism and keen sense of involvement displayed by Helicopter Pilots towards aid to the disaster victims, will always be written in Golden Letters in the History.

Although most of the civil helicopter pilots are from military background and are highly experienced and knowledgeable with good experience in the conduct of disaster relief flying, yet there is a need to refresh our memory about certain precautions to be taken during these operations. ASMSI is concerned about your safety and has prepared the list of some precautions which are as follows:-

1. Although Disaster relief flying is very hectic but satisfying activity with emotional involvement of the individual pilots yet we should not forget that safety is of paramount importance.
2. You should have good knowledge of the terrain and plan your flights well.
3. Keep in mind that there are large number of helicopters and even some aircraft flying in the area of operations which is highly congested.
4. Ensure that you are aware about the R/T channel on which other helicopters are flying and give mandatory R/T calls, listen out on R/T and keep a very good look out.
5. Liaise with Air Force, Army, Civil Helicopters, know their movement and follow the SOP of entering and flying in the valley with particular reference to keeping to the right/left side of the valley for entry and exit and maintenance of even/odd height/altitiude both ways as per SOP.
6. In bad weather, make sure that you communicate your altitude as often as possible particularly in the blind corner areas and keep a very good look out.
7. Remember that weather changes very rapidly in the hills particularly during monsoon months. Keep a sharp look out for weather developments and take timely action and decision.
8. Do not let emotions/compassion get the better of your professionalism. Keep a check on your fuel and load. Do not succumb to any kind of pressure including your emotions/compassion to compromise on safety by overloading.
9. Please remember that all over the world, largest number of accidents have occurred during mercy missions. Keep this aspect in mind and make sure that you are well prepared and extremely cautious.
10. Most of the helipads are make shift and do not meet the safety requirement. Surface conditions may be bad with extreme slopes, obstructions close by and loose flying objects. Be extremely careful during approach, landing and takeoff. Don’t forget to give R/T calls on approach and take off.
11. Crowd control at the helipads is extremely difficult and a very weak area. Victims are desperate to be evacuated and can go to any length to get into the helicopter. Also there is a risk of passengers getting into tail rotor or even main rotor particularly during sloppy helipads landings or in windy/gusty conditions. Ensure necessary precautions.
12. Make sure that the passengers are briefed if possible and monitor their activities inside the helicopter so that they remain away from flying controls, jettison levers
13. Hills and bad weather are worst combination and do not take chances with the weather. If get caught in a situation where it is not possible to continue, then find a place and land. DGCA circular 09/2013 permits precautionary landing in such an eventuality.
14. Updrafts on wind ward side and downdraft on the leeward side can be expected. Winds may change rapidly in the valleys and this aspect needs to be kept in mind. Have adequate safety margin while crossing ridges.
15. Never enter clouds in the hills. Know the factors leading to spatial disorientation and loss of situational awareness. Plan for any contingency.
16. Plan to clear the hills at least 0:30 Hrs before sunset. In the hills it becomes dark earlier than plains.
17. Most of the makeshift helipads may not have windsock. Make use of smoke or sway of trees or your GPS to ensure that you do not land into tailwind.
18. Remember the conditions for Vortex ring state, Dynamic Roll Over, Loss of tail rotor effectiveness and ground resonance. During your operations, it is very likely that you may get into any of these situations with catastrophic results.
19. Congested parking and simultaneous operation of more than one helicopter on same helipad may lead to ground accidents and blade sailing. Keep in mind this aspect. Stay at a comfortable distance from IAF MI -17 and MI- 26 and watch out for their downwash which can be dangerous.
20. Don’t be in a hurry which is almost inevitable in such operating conditions. Of course be smart and intelligent without making undue haste.
21. Take due precautions during refueling and avoid any ground accident. Proper check of the fuel for water and sediments is essentia Refueling during rain should be avoided or due precautions taken to avoid water entering in the fuel tanks.
22. AME’s and technicians have to be very meticulous during FFS, LFS and carry out proper maintenance. Make sure that there is adequate light for night or poor visibility condition during maintenance.
23. Fuel and maintenance planning is very vital and do not get caught into awkward situations.
24. Carry your SAR kit and have some emergency rations and water on board for any contingency.
25. Remember that unlike military pilots, Civilian pilots do not have that kind of flexibility of operations and are governed by DGCA CAR’S for safe operations.
26. There is no separate DGCA CAR on Disaster Relief Operations and as such normal operation rules/ regulations apply which is safety oriented. So kindly exercise discretion and operate very carefully.
27. Fatigue is a major factor which can adversely affect flying and Aeronautical Decision Making. Please do not exceed FDTL/FTL and take adequate rest and be very careful.
28. CRM is of vital significance and make sure that there is full cooperation, support and understanding among the crew members including AME’s, Technicians, Ops Staff and helpers.
29. Wishing you all a very satisfying Disaster Relief Flying and Many Many Happy Landings.

 

 

New Delhi, Apr 28 (PTI) The government has extended the deadline to bid for Air India by two months till June 30, as the COVID-19 fallout has disrupted economic activity globally.

This is the second extension in the deadline to submit bids by investors for Air India since it initiated the process of stake sale in the debt-ridden national carrier on January 27.

Issuing a corrigendum to the Expression of Interest for sale of Air India, the Department of Investment and Public Asset Management said the deadline has been extended in view of the “request received from the IBs (interested bidders) in view of the prevailing situation arising out of COVID-19”.

While issuing the EoI in January, the last date for bids was kept for March 17, which was later extended to April 30. This has now been further extended till June 30.

Also the date for intimation to qualified interested bidders (QIB) has been extended by 2 months till July 14, the DIPAM said in the corrigendum posted on its website.

“Further changes with respect to the Important Dates, if any, will be communicated to the Interested Bidders subsequently,” it added.

COVID-19 pandemic has disrupted economic activity globally with many countries announcing lockdown to contain the virus spread.

The aviation sector has been hit hard by COVID-19 with airlines cancelling international flights and announcing pay cuts for employees.

The extension of Air India bid deadline followed the government’s move last month to extend the time given to investors to bid for its entire 52.98 per cent stake in Bharat Petroleum Corp Ltd (BPCL) to June 13. The earlier deadline was May 2.

After its unsuccessful bid to sell Air India in 2018, the government in January 2020 restarted the divestment process for Air India and invited bids for selling 100 per cent of its equity in the state-owned airline, including Air India’s 100 per cent shareholding in AI Express Ltd and 50 per cent in Air India SATS Airport Services Private Ltd.

In 2018, the government had offered to sell its 76 per cent stake in the airline.

Of the airline’s total debt of Rs 60,074 crore as of March 31, 2019, the buyer would be required to absorb Rs 23,286.5 crore, while the rest would be transferred to Air India Assets Holding Ltd (AIAHL), a special purpose vehicle.

For the current fiscal, the budget has pegged disinvestment proceeds at Rs 2.10 lakh crore. This includes Rs 1.20 lakh crore from CPSE share sale and Rs 90,000 crore from share sale in public sector banks and financial institutions, including listing of insurance behemoth LIC. PTI JD BAL