US Airways Flight 1549

Total Page:16

File Type:pdf, Size:1020Kb

US Airways Flight 1549 Docket No. SA-532 Exhibit No. 6-A NATIONAL TRANSPORTATION SAFETY BOARD Washington, D.C. Survival Factors Group Chairman’s Factual Report (186 Pages) NATIONAL TRANSPORTATION SAFETY BOARD Office of Aviation Safety Washington, DC 20594 SURVIVAL FACTORS GROUP CHAIRMAN’S FACTUAL REPORT May 22, 2009 I. ACCIDENT Operator : US Airways, Inc. Airplane : Airbus A320-214 [N106US] MSN 1044 Location : Weehawken, NJ Date : January 15, 2009 Time : 1527 eastern standard time1 NTSB # : DCA09MA026 II. SURVIVAL FACTORS GROUP2 Group Chairman : Jason T. Fedok National Transportation Safety Board Washington, DC Member : David Lefrancq Airbus Toulouse, France Member : Barrington Johnson Association of Flight Attendants Charlotte, NC Member : Dr. Didier Delaitre Bureau d’Enquetes et d’Analyses Paris, France Member : Mark James Federal Aviation Administration Kansas City, MO Member : Brenda Pitts Federal Aviation Administration Garden City, NJ 1 All times are reported in eastern standard time unless otherwise noted. 2 Not all group members were present for all activities. 1 Member : John Shelden Federal Aviation Administration Renton, WA Member : Bob Hemphill US Airways, Inc. Phoenix, AZ III. SUMMARY On January 15, 2009, about 1527 eastern standard time (EST), US Airways flight 1549, an Airbus A320-214, registration N106US, suffered bird ingestion into both engines, lost engine thrust, and landed in the Hudson River following take off from New York City's LaGuardia Airport (LGA). The scheduled, domestic passenger flight, operated under the provisions of Title 14 CFR Part 121, was en route to Charlotte Douglas International Airport (CLT) in Charlotte, North Carolina. The 150 passengers and 5 crewmembers evacuated the airplane successfully. One flight attendant and four passengers were seriously injured. IV. DETAILS OF THE INVESTIGATION 1.0 Airplane Configuration The airplane was configured with 12 first class passenger seats, 138 economy class passenger seats, two cockpit flight crew seats, two cockpit observer seats, and five retractable, flight attendant jumpseats. (Two aft-facing seats were wall-mounted at door 1L, a forward-facing, bulkhead-mounted “direct view” jumpseat was in the aft aisle, and an aft-facing jumpseat was wall-mounted on each side of the aft galley.) See Figure 1. The accident airplane was equipped as an Extended Overwater (EOW) airplane. The following table compares the ditching equipment carried by EOW vs. non-EOW US Airways A320s: EOW A320 (20 in fleet) Non-EOW A320 (55 in fleet) • Crew life vests at every jumpseat • Crew life vests at every jumpseat location location • Passenger life vests at every seat for • No passengers life vests primary passenger flotation • Seat cushions for auxiliary • Seat cushions for primary passenger passenger flotation flotation • 10 infant life vests • 10 infant life vests • 2 ELTs • 2 ELTs • 4 slide/rafts • 4 slides (detachable) • 4 survival kits • No survival kits • 4 life lines • 4 life lines Table 1. US Airways A320 fleet information 2 Figure 1. Cabin configuration of N106US 2.0 Cabin Crew Information 2.1 Cabin Crew Training Summary Name and Position Initial Initial Last FAA Ground EOW Recurrent Certificate Training Training Training Number Donna Dent – F/A ‘A’ 6/22/82 8/20/90 1/31/08 2997383 Doreen Welsh – F/A ‘B’ 9/15/70 9/18/89 7/17/08 3002558 Sheila Dail – F/A ‘C’ 2/27/80 10/17/89 1/31/08 2997210 Table 2. Cabin crew training summary 3 2.2 Cabin Crew Statements Cabin crew statements were requested but not obtained from the flight attendants by US Airways until mid-April 2009. They are included as Attachment 1. 2.3 Cabin Crew Interviews Flight Attendant ‘A’ Age: 51 Hgt: 5’7 ¾” Wgt: 145 lbs. Aft-facing forward jumpseat (outboard seat) Jason Fedok (NTSB), Brenda Pitts (FAA), Barrington Johnson (AFA), Bob Hemphill (US Airways), and David Lefrancq (Airbus) interviewed flight attendant (F/A) A on January 16, 2009. Attorney Dane Jacques was present as the interviewee’s personal representative. The flight was the last leg of a four day trip. The flight was scheduled to depart for Charlotte and they were headed home. The flight attendants were based in CLT. An elderly woman in a wheelchair preboarded.3 There was a lap child on the flight.4 Boarding was routine. There were six “chairmen” (frequent flyers) in first class who she knew were seasoned travelers. There were two non-revenue “jumpseat” riders. One female American Airlines pilot was seated in 3D. The other pilot was a “strong man” who was seated in 6E. He was “incredible” and helped a lot during the evacuation. The airplane pushed back from the gate on time. There was a little delay before the airplane began to move. Taxi was normal. There was a manual safety demonstration. They did not demonstrate the life vests because it was not an overwater flight. The announcement for takeoff was made. She pressed the cabin ready light. A second announcement was made for takeoff and she checked the cabin ready light a second time. The airplane took off and on climbout she heard a loud “thud.” It immediately got “very quiet.” All engine noise stopped except that she thought she might have heard the fans still rotating. (She demonstrated the sound it made by clinking on a glass with her fingernails.) Flight attendant ‘C’ asked her, “what was that?” Flight attendant ‘A’ overheard a passenger in first class say something about a bird and told F/A ‘C’ that they may have had a bird strike. It was so quiet that the flight attendants could hear each other, even though they were whispering. There was a “burning electrical smell” in the cabin. Flight attendant ‘C’ told her that she saw “smoke” or “haze” in the back of the cabin. Flight attendant ‘A’ was behind a solid partition (without window) and could not see far into the cabin. She saw passengers on the right side of first class looking out the windows. Flight attendant ‘C’ tried to calm a male passenger in seat 1D who appeared panicked by telling him to “breathe, just breathe.” 3 She did not provide the woman with a special briefing. 4 She believed the young boy was in row 19. She did not see him during the evacuation. 4 Flight attendant ‘A’ did not feel the airplane turn but had the sensation that the airplane was descending rapidly. It was “too quiet.” She was hoping they were returning to the airport. Flight attendant ‘C’ said she saw F/A ‘B’ motioning in the aft cabin and attempted to contact her via the interphone but the call did not go through so flight attendant ‘C’ hung the handset back up. Flight attendant ‘A’ commented that she believed the design of the buttons and “zones” on the phone were unnecessarily complicated. It seemed like “forever” but the captain eventually made a public address (P/A) announcement “brace for impact.” Flight attendant ‘C’ asked her, “what did he say?” Flight attendant ‘A’ confirmed he said “brace for impact.” They both were already in their brace positions and began shouting the commands, “brace, brace, heads down, stay down!” They repeated those commands continuously through impact. Flight attendant ‘A’ described a “really hard landing” followed by a “gradual deceleration.” The captain made a P/A announcement, “evacuate!” There were no other instructions from the flight deck. She had no difficulty releasing her restraints and started to shout the evacuation commands, “leave belongings, come this way!” Flight attendant ‘A’ went to assess door 1L and realized the airplane was still moving. She shouted to F/A ‘C,’ “wait, we are still moving!” She looked out the window and only then realized they were in the water. She told F/A ‘C’ that “we have water on this side.” Flight attendant ‘A’ held the assist handle and opened door 1L. Water did not come in the door. She was expecting to see the slide/raft inflate automatically, but it did not. She pulled the manual inflation handle and the slide/raft inflated normally. Regardless of whether the slide/raft inflated or not, she stated that pulling the manual inflation handle was part of their procedures and they were taught to do that in training. She remembered having to “put a lot into it to get the door to lock against the fuselage.” She started to shout commands “come this way, don life vest!” She got a good flow going and used her protected position on the cockpit side of the doorway. The passengers exited in a single line. Most of them sat and “scooted” into the slide/raft. A lot of passengers had seat cushions but a lot had nothing at all. One woman came to the door with a vest out of its pouch. She asked her “what do I do with this?” F/A ‘A’ put the vest over her head and sent her out the door. When the flow stopped she moved inboard and grabbed the jumpseat shoulder harnesses and yelled commands down the aisle. She did this because she felt the passengers “needed to see us.” The evacuation was orderly, quick, and quiet. No passengers pushed. There were no problems with carry-on baggage. There were no signs of any damage in the airplane. When passengers boarded the raft there was no build up of passengers by door 1L. She could not estimate the proportion of people wearing life vests or carrying seat cushions. At some point during the evacuation she grabbed two life vests from beneath the jumpseat and passed one to F/A ‘C.’5 Flight attendant ‘A’ noticed an injured man in the 5 She stated that the crew life vest was easy to open. She inflated the life vest in the slide/raft once she was outside the airplane.
Recommended publications
  • US Airways Flight 1549
    National Aeronautics and Space Administration Captain Chesley Sullenberger Got Any Ideas?: U.S. Airways Flight 1549 First Officer Jeffrey Skiles Leadership ViTS Meeting April 2011 Bryan O’Connor Chief, Safety and Mission Assurance Wilson B. Harkins Deputy Chief, Safety and Mission Assurance This and previous presentations are archived at: http://nsc.nasa.gov/SFCS THE MISHAP When the 155 passengers and crew members aboard U.S. Airways Flight 1549 left New York City on a cold day in January 2009, no one anticipated the drama that was about to unfold. Takeoff proceeded normally, but when the aircraft climbed to 3,200 feet, a flock of migratory geese crossed its flight path. Each of the Airbus A320’s turbofan engines ingested a goose and subsequently suffered damage that disabled its thrust-producing capability. Unable to return to the airport and left without other landing options, the flight crew valiantly ditched the plane in the Hudson River. Seconds after the aircraft skidded onto the frigid water, passengers evacuated onto the wings and waited for rescue. Within minutes, commuter ferries and Coast Guard vessels arrived at the scene and rescued the airplane occupants. Aircraft Controls •Airbus A320 is not equipped with a conventional control yoke; pilots instead use a side stick to fly the aircraft. •Side stick inputs are analyzed by a “fly-by-wire” electronic interface which prevents the aircraft from executing maneuvers outside its performance limits. •Setting the fly-by-wire system to Normal Law keeps the aircraft within a safe flight envelope with respect to roll, pitch, yaw, and speed.
    [Show full text]
  • Thrush Aircraft, Inc
    THRUSH AIRCRAFT, INC. P.O. Box 3149 Albany, GA 31706-3149 Phone (229) 883-1440 Fax (229) 439-9790 CUSTOM KIT CUSTOM KIT No. CK-AG-40 Rev. A Date: 12/8/06 WING SPAR UPGRADE The wing spars of most early Thrush models are the subject of FAA Airworthiness Directives (most recently FAA AD 2006-07-15) which require periodic inspection of the lower wing spar caps at the splice block attach holes for fatigue cracks. This Custom Kit is an acceptable way to replace the lower spar caps, but it does more than this for the aircraft owner. It brings the spars up to the best fatigue capability that is compatible with the existing wings. This upgrade includes not only the lower spar caps that have the first two splice holes cold expanded, but it also includes new inboard webs and doublers as well as the “big butterfly” and lower splice plate. When a set of wings is rebuilt according to this Custom Kit, it will gain the initial inspection interval of a “Group 4” airplane while retaining the spar fatigue life of its current group. The inspection intervals between initial inspection and spar fatigue life limit will be the larger inspection intervals currently used for Group 4 and 5 airplanes. The upgraded wing will be as strong as or, in many cases, stronger than the original. Note that this upgrade is for both wings. If the airplane has one relatively young spar cap and it is not replaced, the inspection intervals will be based on that spar, not the new one.
    [Show full text]
  • Emergency Landing Automation Aids: an Evaluation Inspired by US Airways Flight 1549
    AIAA Infotech@Aerospace 2010 AIAA 2010-3381 20 - 22 April 2010, Atlanta, Georgia Emergency Landing Automation Aids: An Evaluation Inspired by US Airways Flight 1549 Ella M. Atkins.* University of Michigan, Ann Arbor, Michigan, 48105, U.S.A The Hudson River emergency landing of US Airways Flight 1549 inspired aviation enthusiasts and citizens alike. The pilot's skill and composure were exceptional, clearly contributing to one of the most successful aircraft water ditchings possible. As we prepare for transition to a next-generation air transportation system, we are developing new technologies both to increase system capacity and efficiency and improve safety levels. This paper describes the practical application of an adaptive flight planning automation aid to the specific US Airways loss-of-thrust situation, demonstrating how this technology, if available, could have enabled a safe return to a LaGuardia runway. First, the adaptive flight planning architecture and its evolution are summarized, followed by an analysis of the Flight 1549 cockpit data recording time histories to identify pertinent features for our analysis. The adaptive flight planner was tasked with identifying emergency no-thrust landing plans for the A320 at a series of different delay times after the dual bird strike incident occurred. Our results show that LaGuardia airport runways were reachable so long as the approach is initiated within approximately sixteen seconds after the dual bird strike incident. This result is consistent with accident docket data published by the NTSB. Our results further illustrate how chances of a safe runway landing decrease as a function of delay, in this case due to being forced to land on a runway with suboptimal wind conditions, or ultimately being forced into a water ditch situation that may not always have the positive result of Flight 1549.
    [Show full text]
  • Substandard Flight Crew Performance I
    Running Head; Substandard Flight Crew Performance i Substandard Flight Crew Performance: Recurrent Human Factors in Flight Crew Initiated Aircraft Incidents and Accidents By Raymond Newell, BSc (Hons) MSc Doctoral Thesis Submitted in partial fulfilment of the requirements for the award of Doctor of Philosophy of Loughborough University June 2017 Substandard Flight Crew Performance iii ABSTRACT The objective of this research has been to understand more about aviation accidents in which the actions of the flight crew members (hereafter FCMs) were the main cause. A new con- struct has been developed known as substandard flight crew performance (hereafter SFP) to provide framework and context for this research. To support this construct, the most recurrent examples of SFP were identified from analysis of decades of investigations and reports. Based upon the frequency of occurrence, the potential contribution to aviation safety, and the feasibility of conducting meaningful research, three diverse but interconnected factors have been identified. The first of these related to the recurrent influence of verbal phenomena in aviation accidents, in particular, distracting conversations and unclear communications. The literature indicated that even those tasked with investigating accidents where these phenome- na had been present understood very little about the underlying reasons for their occurrence. Furthermore, although these phenomena have been studied within more general research populations, as far as is known no previous research has examined their function in the avia- tion context. A questionnaire and unstructured interviews with FCMs resulted in two taxon- omies, both of which have been supported by ethnographic1 observations. The next strand of this research critically examined some of the reasons why some flight crews become unsure of their position or orientation whilst navigating both in flight and on the ground, a phenome- non that has been associated with some of the most serious instances of SFP.
    [Show full text]
  • March 2018 5
    The Mooney Flyer y The Official Online Magazine for the Mooney Community www.TheMooneyFlyer.com March 2018 5 The Mooney Flyer Volume 7 Number 3 March 2018 Features Editors Mooney Fuel Tank Leaking – Magnetos & Hot Props Phil Corman ReSeal or Patch Jim Price writes about “Must Know” Jim Price We identify different types of leaks… information for safety with Hot Props different sources… and how to Contributing Writers determine the correct resolution. Bruce Jaeger Noorduyn Norseman C/N427 CF-GYY Blind Announcements Bob Kromer submitted by Mike Alain Tom Rouch Is the practice of Blind Broadcasts on Paul Loewen An interesting restoration by the CTAF appropriate? Jim Price answers Montreal Aviation Museum the question Geoff Lee Linda Corman Evolution of Mooney Summit EMPOA Annual Meeting Mike Elliott asked Neil Cohen to write June 14: Aschaffenburg / EDFC in To Subscribe his thoughts on the evolution of the Germany Click Here Mooney Summit. To Advertise Click Here In Every Issue To Submit an Article Click Here From the Editor Appraise Your Mooney’s Value Latest Mooney Service Bulletins If you love The Mooney Flyer and Mooney Mail – Feedback from Flyer readers. want to keep it Ask the Top Gun healthy, just click Upcoming Fly-Ins on the “Donate” button. Have You Heard? – Relevant GA news & links for the month Mooney CFIs – Across America Product Review – ARTEX ELT 4000 Click Here to Subscribe Click Here For Back Issues Page 2 The Mooney Flyer Volume 7 Number 3 March 2018 Mooney Quiz I often communicate with John Hillard, an amazing Mooniac from Down Under.
    [Show full text]
  • Beyond the Miracle on the Hudson
    DAVE SANDERSON: BEYOND THE MIRACLE ON THE HUDSON A business meeting that ended early… That’s how it all began on January 15, 2009 for Dave Sanderson, a top-notch tech sales manager who spent more time on the road than he wanted, away from his wife and four children. He had finished work sooner than anticipated and wanted to get home. It was the least he could do to make up for the time he spent working two jobs trying to make a better life for them all. He called his travel agent, who was able to procure a seat for him on an earlier flight departing from New York’s LaGuardia Airport for Charlotte, North Carolina. Sanderson boarded, moved down the aisle to seat 15A, and fastened his seatbelt for takeoff. The flight had been delayed as an earlier blizzard in the area cleared. Now it was cold and bright and clear, a perfect day for flying. A few moments later, what happened to US Airways Flight 1549 was to become known around the world as The Miracle on the Hudson. On its initial climb, a flock of Canada geese collided with the Airbus 320, crippling both engines. Captain Chesley B. Sullenberger knew he couldn’t make it to any of the nearby airports, and there was only one option left: to attempt a water landing and put the plane down safely in the Hudson River. The passengers heard the Captain’s words over the PA system -- “Brace for impact” – and then the plane crashed. In his window seat, Sanderson ascertained how quickly he could get to an exit as the plane started taking on water.
    [Show full text]
  • Chapter 3-Deicing /Anti-Icing Fluids
    When in Doubt... Small and Large Aircraft Aircraft Critical Surface Contamination Training For Aircrew and Groundcrew Seventh Edition December 2004 2 When in Doubt…TP 10643E How to Use This Manual This manual has been organized and written in chapter and summary format. Each chapter deals with certain topics that are reviewed in a summary at the end of the chapter. The manual is divided into two parts: Part 1-for aircrew and groundcrew; Part 2-additional information for ground crew. The final chapter contains questions that any operator may utilize for their ground icing program examination. The references for each question are listed to assist with answers. The Holdover Tables (HOT) included in the appendix are solely for the use with the examination questions and must not be used for operations. Contact Transport Canada from the addresses located later in this document for the latest HOT. Warnings These are used throughout this manual and are items, which will result in: damage to equipment, personal injury and/or loss of life if not carefully followed. Cautions These are used throughout this manual and are items, which may result in: damage to equipment, personal injury or loss of life if not carefully followed. Notes These are items that are intended to further explain details and clarify by amplifying important information. Should Implies that it is advisable to follow the suggested activity, process or practice. Must Implies that the suggested activity, process or practice needs to be followed because there are significant safety
    [Show full text]
  • Aircraft Accident Report
    Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River US Airways Flight 1549 Airbus A320‐214, N106US Weehawken, New Jersey January 15, 2009 Accident Report NTSB/AAR-10/03 National PB2010-910403 Transportation Safety Board NTSB/AAR-10/03 PB2010-910403 Notation 8082A Adopted May 4, 2010 Aircraft Accident Report Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River US Airways Flight 1549 Airbus A320-214, N106US Weehawken, New Jersey January 15, 2009 National Transportation Safety Board 490 L’Enfant Plaza, S.W. Washington, D.C. 20594 National Transportation Safety Board. 2010. Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River, US Airways Flight 1549, Airbus A320-214, N106US, Weehawken, New Jersey, January 15, 2009. Aircraft Accident Report NTSB/AAR-10 /03. Washington, DC. Abstract: This report describes the January 15, 2009, accident involving the ditching of US Airways flight 1549 on the Hudson River about 8.5 miles from LaGuardia Airport, New York City, after an almost complete loss of thrust in both engines following an encounter with a flock of birds. The 150 passengers, including a lap-held child, and 5 crewmembers evacuated the airplane by the forward and overwing exits. One flight attendant and four passengers were seriously injured, and the airplane was substantially damaged. Safety issues discussed in this report include in-flight engine diagnostics, engine bird-ingestion certification testing, emergency and abnormal checklist design, dual-engine failure and ditching training, training on the effects of flight envelope limitations on airplane response to pilot inputs, validation of operational procedures and requirements for airplane ditching certification, and wildlife hazard mitigation.
    [Show full text]
  • Aircraft Survivability
    AIRCRAFT published by the Joint Aircraft 18FALL ISSUE Survivability Program Office SURVIVABILITY Onward to Higher Precision: Ballistic Stopping System Shows COVART 7.0 Superior Multiple-Hit Performance page 8 for CV-22 Osprey page 24 The HH-60W LFT&E Program: An Update Autonomous Self-Sealing Fuel page 12 Containment Systems: The Next Step in Fuel Tank Survivability Aircraft Survivability – The Korean page 28 War page 17 Aircraft Survivability is published three times a year by the Joint Aircraft Survivability Program TABLE OF CONTENTS Office (JASPO), chartered by the U.S. Army Aviation & Missile Command, U.S. Air Force Life Cycle Management Center, and U.S. Navy Naval Air Systems Command. 4 NEWS NOTES by Dale Atkinson 6 JCAT CORNER By Lt. Col. Andrew Roberts, CW5 Scott Brusuelas, and CDR Jay Kiser 8 ONWARD TO HIGHER PRECISION: COVART 7.0 by Rodney Stewart The last 45 years have brought great advances in the realms of computing and aircraft design. In terms of computing, we have seen the advent of desktop computing, the Internet, smartphones, cyber security, and a host of other advances that previous generations had hardly anticipated. Likewise, we have seen development and deployment of increasingly complex and technologically advanced aircraft, starting with systems such as the A-10 and F-16 in the 1970s and progressing up to the recently developed F-35 and KC-46 aircraft. The pace of progress has JAS Program Office been rapid since 1973; and, amazingly, COVART has remained a viable tool for performing ballistic 735 S. Courthouse Road vulnerability studies on aircraft all this time.
    [Show full text]
  • A Study of Transport Airplane Crash Resistant
    DOT/FAA/AR-01/76 A Study of Helicopter Crash- Office of Aviation Research Washington, D.C. 20591 Resistant Fuel Systems February 2002 Final Report This document is available to the U.S. public through the National Technical Information Service (NTIS), Springfield, Virginia 22161. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J. Hughes Technical Center's Full-Text Technical Reports page: actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF). Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/AR-01/76 4. Title and Subtitle 5. Report Date A STUDY OF HELICOPTER CRASH-RESISTANT FUEL SYSTEMS February 2002 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. S.H. Robertson, N.B. Johnson, D.S. Hall and I.J. Rimson RA-FAA-01-130 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Robertson Aviation, L.L.C. 1024 East Vista Del Cerro Drive Tempe, AZ 85281 11. Contract or Grant No.
    [Show full text]
  • Airframe & Aircraft Components By
    Airframe & Aircraft Components (According to the Syllabus Prescribed by Director General of Civil Aviation, Govt. of India) FIRST EDITION AIRFRAME & AIRCRAFT COMPONENTS Prepared by L.N.V.M. Society Group of Institutes * School of Aeronautics ( Approved by Director General of Civil Aviation, Govt. of India) * School of Engineering & Technology ( Approved by Director General of Civil Aviation, Govt. of India) Compiled by Sheo Singh Published By L.N.V.M. Society Group of Institutes H-974, Palam Extn., Part-1, Sec-7, Dwarka, New Delhi-77 Published By L.N.V.M. Society Group of Institutes, Palam Extn., Part-1, Sec.-7, Dwarka, New Delhi - 77 First Edition 2007 All rights reserved; no part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publishers. Type Setting Sushma Cover Designed by Abdul Aziz Printed at Graphic Syndicate, Naraina, New Delhi. Dedicated To Shri Laxmi Narain Verma [ Who Lived An Honest Life ] Preface This book is intended as an introductory text on “Airframe and Aircraft Components” which is an essential part of General Engineering and Maintenance Practices of DGCA license examination, BAMEL, Paper-II. It is intended that this book will provide basic information on principle, fundamentals and technical procedures in the subject matter areas relating to the “Airframe and Aircraft Components”. The written text is supplemented with large number of suitable diagrams for reinforcing the key aspects. I acknowledge with thanks the contribution of the faculty and staff of L.N.V.M.
    [Show full text]
  • Structural Certification of the F-16 Block 52+ Aircraft 29 November 2005 2005 USAF Aircraft Structural Integrity Program Conference
    Structural Certification of the F-16 Block 52+ Aircraft 29 November 2005 2005 USAF Aircraft Structural Integrity Program Conference Robert J. Burt Director and Deputy F-35 Structural Development and Integrity Lockheed Martin Aeronautics Company Fort Worth © 2005 LOCKHEED MARTIN CORPORATION Lockheed Martin Aeronautics Company Structural Certification of the F-16 Block 52+ Aircraft Abstract This presentation will describe in some detail the process followed by Lockheed Martin Aeronautics – Fort Worth for the structural certification of the new production F-16 Block 52+ aircraft for foreign military sales (FMS). The F-16 Block 52+ aircraft are structurally upgraded from the USAF Block 50/52 aircraft due to carriage of the fuselage shoulder mounted conformal fuel tanks and due to the addition of numerous advanced systems. The structural requirements and their methods of verification are set forth in the program contract and subsequent program documents such as the weapon system specification and air vehicle specification. Every USAF and FMS F-16 has an Aircraft Structural Integrity Program (ASIP) based upon program contractual requirement and tailored to MIL-STD-1530B Aircraft Structural Integrity Program. An ASIP Master Plan has been written for the Block 52+ aircraft which has been coordinated with and approved by the USAF F-16 System Group. This ASIP Master Plan states in specific terms how all the tasking outlined in the “five pillars” is accomplished. An overall design process will be discussed in depth pointing out how all historical structural analysis, structural test and field information has been used in the structural design of the Block 52+ aircraft.
    [Show full text]