Sensory Overload
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79952 Federal Register / Vol
79952 Federal Register / Vol. 75, No. 244 / Tuesday, December 21, 2010 / Rules and Regulations Unsafe Condition DEPARTMENT OF TRANSPORTATION 1601 Lind Avenue, SW., Renton, (d) This AD was prompted by an accident Washington 98057–3356; telephone and the subsequent discovery of cracks in the Federal Aviation Administration (425) 227–1137; fax (425) 227–1149. main rotor blade (blade) spars. We are issuing SUPPLEMENTARY INFORMATION: 14 CFR Part 39 this AD to prevent blade failure and Discussion subsequent loss of control of the helicopter. [Docket No. FAA–2009–0864; Directorate We issued a supplemental notice of Compliance Identifier 2008–NM–202–AD; Amendment 39–16544; AD 2010–26–05] proposed rulemaking (NPRM) to amend (e) Before further flight, unless already 14 CFR part 39 to include an AD that done: RIN 2120–AA64 would apply to the specified products. (1) Revise the Limitations section of the That supplemental NPRM was Airworthiness Directives; DASSAULT Instructions for Continued Airworthiness by published in the Federal Register on AVIATION Model Falcon 10 Airplanes; establishing a life limit of 8,000 hours time- July 27, 2010 (75 FR 43878). That Model FAN JET FALCON, FAN JET in-service (TIS) for each blade set Remove supplemental NPRM proposed to FALCON SERIES C, D, E, F, and G each blade set with 8,000 or more hours TIS. correct an unsafe condition for the Airplanes; Model MYSTERE-FALCON (2) Replace each specified serial-numbered specified products. The MCAI states: 200 Airplanes; Model MYSTERE- blade set with an airworthy blade set in During maintenance on one aircraft, it was accordance with the following table: FALCON 20–C5, 20–D5, 20–E5, and 20– F5 Airplanes; Model FALCON 2000 and discovered that the overpressure capsules were broken on both pressurization valves. -
DASSAULT AVIATION Model Falcon 10 Airplanes
43878 Federal Register / Vol. 75, No. 143 / Tuesday, July 27, 2010 / Proposed Rules Applicability New Requirements of This AD: Actions Bulletin SBF100–27–092, dated April 27, (c) This AD applies to Fokker Services B.V. (h) Within 30 months after the effective 2009; and Goodrich Service Bulletin 23100– Model F.28 Mark 0100 airplanes, certificated date of this AD, do the actions specified in 27–29, dated November 14, 2008; for related in any category, all serial numbers. paragraphs (h)(1) and (h)(2) of this AD information. concurrently. Accomplishing the actions of Issued in Renton, Washington, on July 21, Subject both paragraphs (h)(1) and (h)(2) of this AD 2010. (d) Air Transport Association (ATA) of terminates the actions required by paragraph Jeffrey E. Duven, America Code 27: Flight Controls. (g) of this AD. (1) Remove the tie-wrap, P/N MS3367–2– Acting Manager, Transport Airplane Reason 9, from the lower bolts of the horizontal Directorate, Aircraft Certification Service. (e) The mandatory continuing stabilizer control unit, in accordance with the [FR Doc. 2010–18399 Filed 7–26–10; 8:45 am] airworthiness information (MCAI) states: Accomplishment Instructions of Fokker BILLING CODE 4910–13–P Two reports have been received where, Service Bulletin SBF100–27–092, dated April during inspection of the vertical stabilizer of 27, 2009. F28 Mark 0100 aeroplanes, one of the bolts (2) Remove the lower bolts, P/N 23233–1, DEPARTMENT OF TRANSPORTATION that connect the horizontal stabilizer control of the horizontal stabilizer control unit and unit actuator with the dog-links was found install bolts, P/N 23233–3, in accordance Federal Aviation Administration broken (one on the nut side & one on the with the Accomplishment Instructions of Goodrich Service Bulletin 23100–27–29, head side). -
Vol. 86 Friday, No. 42 March 5, 2021 Pages 12799–13148
Vol. 86 Friday, No. 42 March 5, 2021 Pages 12799–13148 OFFICE OF THE FEDERAL REGISTER VerDate Sep 11 2014 22:07 Mar 04, 2021 Jkt 253001 PO 00000 Frm 00001 Fmt 4710 Sfmt 4710 E:\FR\FM\05MRWS.LOC 05MRWS jbell on DSKJLSW7X2PROD with FR_WS II Federal Register / Vol. 86, No. 42 / Friday, March 5, 2021 The FEDERAL REGISTER (ISSN 0097–6326) is published daily, SUBSCRIPTIONS AND COPIES Monday through Friday, except official holidays, by the Office PUBLIC of the Federal Register, National Archives and Records Administration, under the Federal Register Act (44 U.S.C. Ch. 15) Subscriptions: and the regulations of the Administrative Committee of the Federal Paper or fiche 202–512–1800 Register (1 CFR Ch. I). The Superintendent of Documents, U.S. Assistance with public subscriptions 202–512–1806 Government Publishing Office, is the exclusive distributor of the official edition. Periodicals postage is paid at Washington, DC. General online information 202–512–1530; 1–888–293–6498 Single copies/back copies: The FEDERAL REGISTER provides a uniform system for making available to the public regulations and legal notices issued by Paper or fiche 202–512–1800 Federal agencies. These include Presidential proclamations and Assistance with public single copies 1–866–512–1800 Executive Orders, Federal agency documents having general (Toll-Free) applicability and legal effect, documents required to be published FEDERAL AGENCIES by act of Congress, and other Federal agency documents of public Subscriptions: interest. Assistance with Federal agency subscriptions: Documents are on file for public inspection in the Office of the Federal Register the day before they are published, unless the Email [email protected] issuing agency requests earlier filing. -
Avions Civils
SOMMAIRE DU VOLUME I LA CONDUITE DES PROGRAMMES CIVILS AVANT-PROPOS ET REMERCIEMENTS........................................................................... 3 PREFACE.............................................................................................................................. 5 PRESENTATION GENERALE ............................................................................................. 9 CHAPITRE 1 PRESENTATION DE L’ACTIVITE...................................................................................... 11 LE MARCHE DU TRANSPORT AERIEN .................................................................................. 11 Le passager et l’évolution du trafic.......................................................................................... 11 Les compagnies et la flotte d’avions ....................................................................................... 13 LA CONSTRUCTION DES AVIONS CIVILS .............................................................................. 14 Les caractéristiques de l’activité.............................................................................................. 14 La compétition et son évolution............................................................................................... 18 La dimension économique et monétaire ................................................................................. 20 L’ ADMINISTRATION ET SES MISSIONS ................................................................................. 22 La tutelle militaire de -
TCDS A.064 ANNEX - Airbus A318, A319, A320, A321 - Special Conditions
TCDS A.064 ANNEX - Airbus A318, A319, A320, A321 - Special Conditions This annex to the EASA TCDS A.064 was created to publish selected Special Conditions, Equivalent Safety Findings that are part of the applicable certification basis and particular Interpretative Material: Table of Content: D-0306-000: Application of Heat Release and Smoke Density Requirements to Seat Materials 2 D-0322-001: Installation of suite type seating .................................................................. 3 E10: High Altitude Airport Operations (up to 14,100 ft) ...................................................... 5 E-18: Improved flammability standards for thermal / acoustic insulation materials - ESF to JAR 25.853(b) and 25.855(d) ............................................................................ 6 E-2105: Type III Overwing Emergency Exit Access ............................................................ 7 E-2107: Passenger Extension to 180 ................................................................................ 9 E-34: Seats with Inflatable Restraints .............................................................................10 E-3002: Reclassification of doors 2 & 3 to type III ............................................................12 E-4001: Exit configuration .............................................................................................13 G-1006: ETOPS ............................................................................................................14 H-01: Enhanced Airworthiness Programme -
Aircraft Accident Report: American Airlines, Inc., Mcdonnell Douglas
Explosive decompression, American Airlines, Inc., McDonnell Douglas DC-10-10, N103AA, Near Windsor, Ontario, Canada, June 12, 1972 Micro-summary: On climb, this McDonnell Douglas DC-10-10 experienced an opening of a cargo door, explosive decompression, and a main cabin floor collapse, disrupting the flight control system. Event Date: 1972-06-12 at 1925 EST Investigative Body: National Transportation Safety Board (NTSB), USA Investigative Body's Web Site: http://www.ntsb.gov/ Cautions: 1. Accident reports can be and sometimes are revised. Be sure to consult the investigative agency for the latest version before basing anything significant on content (e.g., thesis, research, etc). 2. Readers are advised that each report is a glimpse of events at specific points in time. While broad themes permeate the causal events leading up to crashes, and we can learn from those, the specific regulatory and technological environments can and do change. Your company's flight operations manual is the final authority as to the safe operation of your aircraft! 3. Reports may or may not represent reality. Many many non-scientific factors go into an investigation, including the magnitude of the event, the experience of the investigator, the political climate, relationship with the regulatory authority, technological and recovery capabilities, etc. It is recommended that the reader review all reports analytically. Even a "bad" report can be a very useful launching point for learning. 4. Contact us before reproducing or redistributing a report from this anthology. Individual countries have very differing views on copyright! We can advise you on the steps to follow. -
Where's the Exit?
CABINSAFETY Despite a briefing and illustrated safety cards, passengers on an Embraer 195 were unsure of what to do while using an overwing exit. © Daniel Guerra/Airliners.net BY LINDA WERFELMAN he U.K. Air Accidents Investigation Man. Five of the 95 people in the air- concerned about the possibility of fire, Branch (AAIB) has recommended plane received minor injuries during declared an emergency and diverted to design reviews and modifica- the evacuation. Ronaldsway. The fumes and smoke in- tions of emergency exits on public About 10 minutes after takeoff on a tensified during the surveillance radar Ttransport aircraft following an emer- scheduled passenger flight from Man- approach, and the captain “considered gency landing in which passengers in chester, England, to Belfast, Northern that he would probably conduct an an Embraer 195 became confused about Ireland, the no. 1 air cycle machine evacuation on landing,” the report said. how to use an overwing exit. (ACM) failed, sending fumes onto the He did not notify the cabin crew or The AAIB issued the safety recom- flight deck. The cabin crew reported air traffic control because “he thought mendations as a result of its investiga- an unusual odor and a haze in parts of that to tell them anything at this late tion of the Aug. 1, 2008, incident that the cabin. stage of the flight might cause confu- prompted the emergency landing at The pilots donned oxygen masks sion should he decide not to order an Ronaldsway Airport on the Isle of and, because the commander was evacuation,” the report said. -
Planned Ground Evacuation
Cabin Operations Flight Operations Briefing Notes Planned Ground Evacuation Flight Operations Briefing Notes Cabin Operations Planned Ground Evacuation I Introduction A planned ground evacuation can be defined as an evacuation that enables the cabin crew to review procedures, and to inform and prepare passengers for an emergency landing. The cabin crew provide passengers with brace instructions, guidance on exit usage, and information on how and when exits should be operated. Effective communication between the crewmembers and the passengers is necessary for a timely, effective, and orderly response. II Background Information A safety study by the US NTSB (National Transportation Safety Board) in 2000, entitled “Emergency Evacuation of Commercial Airplanes”, cites examples of planned evacuations where the cabin crewmembers were able to provide passengers with a detailed briefing. The cabin preparation and briefing resulted in an orderly, timely evacuation with few to no injuries. III Emergency Checklist Emergency checklists are useful tools that enable cabin crew to prepare the cabin for a planned emergency. It contains all the steps required to prepare the cabin for an emergency, and lists the steps to be completed in order of priority. Many Operators have developed checklists in the form of laminated cards that are distributed to each cabin crew, or are stowed near the cabin crew’s seats. These types of checklists should be readily accessible to the cabin crew. Page 1 of 12 Cabin Operations Flight Operations Briefing Notes Planned Ground Evacuation Emergency checklists are designed to provide support to cabin crewmembers in a planned emergency, and to help them complete all the necessary steps without forgetting anything. -
Emergency Evacuation of Commercial Passenger Aeroplanes Second Edition 2020
JUNE 2020 EMERGENCY EVACUATION OF COMMERCIAL PASSENGER AEROPLANES SECOND EDITION 2020 @aerosociety A specialist paper from the Royal Aeronautical Society www.aerosociety.com About the Royal Aeronautical Society (RAeS) The Royal Aeronautical Society (‘the Society’) is the world’s only professional body and learned society dedicated to the entire aerospace community. Established in 1866 to further the art, science and engineering of aeronautics, the Society has been at the forefront of developments in aerospace ever since. The Society seeks to; (i) promote the highest possible standards in aerospace disciplines; (ii) provide specialist information and act as a central forum for the exchange of ideas; and (iii) play a leading role in influencing opinion on aerospace matters. The Society has a range of specialist interest groups covering all aspects of the aerospace world, from airworthiness and maintenance, unmanned aircraft systems and aerodynamics to avionics and systems, general aviation and air traffic management, to name a few. These groups consider developments in their fields and are instrumental in providing industry-leading expert opinion and evidence from their respective fields. About the Honourable Company of Air Pilots (Incorporating Air Navigators) Who we are The Company was established as a Guild in 1929 in order to ensure that pilots and navigators of the (then) fledgling aviation industry were accepted and regarded as professionals. From the beginning, the Guild was modelled on the lines of the Livery Companies of the City of London, which were originally established to protect the interests and standards of those involved in their respective trades or professions. In 1956, the Guild was formally recognised as a Livery Company. -
7 Latreilleville Avions Civils I Texte
SOMMAIRE DU VOLUME I LA CONDUITE DES PROGRAMMES CIVILS AVANT-PROPOS ET REMERCIEMENTS........................................................................... 3 PREFACE.............................................................................................................................. 5 PRESENTATION GENERALE ............................................................................................. 9 CHAPITRE 1 PRESENTATION DE L’ACTIVITE...................................................................................... 11 LE MARCHE DU TRANSPORT AERIEN .................................................................................. 11 Le passager et l’évolution du trafic.......................................................................................... 11 Les compagnies et la flotte d’avions ....................................................................................... 13 LA CONSTRUCTION DES AVIONS CIVILS .............................................................................. 14 Les caractéristiques de l’activité.............................................................................................. 14 La compétition et son évolution............................................................................................... 18 La dimension économique et monétaire ................................................................................. 20 L’ADMINISTRATION ET SES MISSIONS ................................................................................. 22 La tutelle militaire de l’industrie -
SYNOPTIC REPORT SERIOUS INCIDENT Airbus, A320-214, EI-GAL Cork Airport 2 November 2017
Air Accident Investigation Unit Ireland SYNOPTIC REPORT SERIOUS INCIDENT Airbus, A320-214, EI-GAL Cork Airport 2 November 2017 Airbus, A320-214, EI-GAL Cork Airport (EICK) 2 November 2017 FINAL REPORT Foreword This safety investigation is exclusively of a technical nature and the Final Report reflects the determination of the AAIU regarding the circumstances of this occurrence and its probable causes. In accordance with the provisions of Annex 131 to the Convention on International Civil Aviation, Regulation (EU) No 996/20102 and Statutory Instrument No. 460 of 20093, safety investigations are in no case concerned with apportioning blame or liability. They are independent of, separate from and without prejudice to any judicial or administrative proceedings to apportion blame or liability. The sole objective of this safety investigation and Final Report is the prevention of accidents and incidents. Accordingly, it is inappropriate that AAIU Reports should be used to assign fault or blame or determine liability, since neither the safety investigation nor the reporting process has 1 been undertaken for that purpose. Extracts from this Report may be published providing that the source is acknowledged, the material is accurately reproduced and that it is not used in a derogatory or misleading context. 1 Annex 13: International Civil Aviation Organization (ICAO), Annex 13, Aircraft Accident and Incident Investigation. 2 Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation. 3 Statutory Instrument (SI) No. 460 of 2009: Air Navigation (Notification and Investigation of Accidents, Serious Incidents and Incidents) Regulations 2009. -
Air Travel, Life-Style, Energy Use and Environmental Impact
Air travel, life-style, energy use and environmental impact Stefan Kruger Nielsen Ph.D. dissertation September 2001 Financed by the Danish Energy Agency’s Energy Research Programme Department of Civil Engineering Technical University of Denmark Building 118 DK-2800 Kgs. Lyngby Denmark http://www.bvg.dtu.dk 2001 DISCLAIMER Portions of this document may be illegible in electronic image products. Images are produced from the best available original document Report BYG DTU R-021 2001 ISSN 1601-2917 ISBN 87-7877-076-9 Executive summary This summary describes the results of a Ph.D. study that was carried out in the Energy Planning Group, Department for Civil Engineering, Technical University of Denmark, in a three-year period starting in August 1998 and ending in September 2001. The project was funded by a research grant from the Danish Energy Research Programme. The overall aim of this project is to investigate the linkages between energy use, life style and environmental impact. As a case of study, this report investigates the future possibilities for reducing the growth in greenhouse gas emissions from commercial civil air transport, that is passenger air travel and airfreight. The reason for this choice of focus is that we found that commercial civil air transport may become a relatively large energy consumer and greenhouse gas emitter in the future. For example, according to different scenarios presented by Intergovernmental Panel on Climate Change (IPCC), commercial civil air transport's fuel burn may grow by between 0,8 percent a factor of 1,6 and 16 between 1990 and 2050. The actual growth in fuel consumption will depend on the future growth in airborne passenger travel and freight and the improvement rate for the specific fuel efficiency.