Final Report Boeing 747-412F TC-MCL 1
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NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation -
TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial -
FSF ALAR Briefing Note 3.2 -- Altitude Deviations
Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet. -
International Review of Road Collision Investigation Approaches
Mobility • Safety • Economy • Environment International Review of Road Collision Investigation Approaches Saul Jeavons and Adrian Runacres The Transafe Network Ltd December 2020 The Royal Automobile Club Foundation for Motoring Ltd is a transport policy and research organisation which explores the economic, mobility, safety and environmental issues relating to roads and their users. The Foundation publishes independent and authoritative research with which it promotes informed debate and advocates policy in the interest of the responsible motorist. RAC Foundation 89–91 Pall Mall London SW1Y 5HS Tel no: 020 7747 3445 www.racfoundation.org Registered Charity No. 1002705 December 2020 © Copyright Royal Automobile Club Foundation for Motoring Ltd Mobility • Safety • Economy • Environment International Review of Road Collision Investigation Approaches Saul Jeavons and Adrian Runacres The Transafe Network Ltd December 2020 About the Authors Saul Jeavons is Director of The Transafe Network Ltd. Saul is a transport risk management specialist who takes a multidisciplinary approach to road safety problems. He was formerly the Head of Investigations and Risk Management at the UK’s Transport Research Laboratory (TRL), where his role included responsibility for road safety, collision investigation, and fleet safety teams, as well as on-scene management of rail crash incident teams. He sat on the National Level Crossing Safety Group and oversaw TRL’s multi-disciplinary input into the Ufton Nervet rail crash (2004). Saul has undertaken road safety projects for major private sector, multinational clients including BP, Shell, and ExxonMobil, as well as for government departments and other public bodies in the UK and overseas. He has worked on projects in more than 30 countries in Europe, Africa, the Middle East, Far East, Central and South East Asia, North and South America, and Australasia. -
Chapter: 2. En Route Operations
Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR. -
FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2
i ii Preface This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics. This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word “must” or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included. This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980. -
Introduction of RVSM in the Airspace of the Russian Federation and Adjacent Territories
12ATSBL06 November 2011 Introduction of RVSM in the airspace of the Russian Federation and adjacent territories Summary At 0001 UTC 17 November RVSM was introduced in the FIRs of the Russian Federation as well as those of Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmenistan and Uzbekistan between FL291 FL510 FL410. FL490 FL470 Background Reduced Vertical Separation Minima (RVSM) operations are due to be intro- FL450 duced into the airspace of the FIR/UIRs of the following countries: Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmeni- FL430 stan and Uzbekistan at 00:01UTC 17 November 2011. The changeover is a land- mark not only since it is geographically the largest RVSM changeover but also FL410 because it will see vertical positioning referenced as a Flight Level throughout FL400 the affected airspace (above transition altitude) rather than in metres. The excep- tion to this is in the Ulaanbataar FIR, (see 12ATSBL07 click here) which will FL390 continue to use metric references. The information contained in this briefing leaf- FL380 let is derived from information contained in AICs issued by the Russian Federal FL370 Air Transport Agency as well as data from the Kazakh Air Navigation Service FL360 Provider (ANSP) however the procedures described in the Russian AIC will be FL350 also applied in Afghanistan, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan FL340 and Uzbekistan. FL330 FL320 Normal procedures FL310 RVSM Flight Levels FL300 RVSM will be applied to airspace between FL290 (8,550m) and FL410 (12,500m) FL290 inclusive. It is important to note that above transition altitude assignments in the FL280 vertical plane will be given in FL. -
Key Tips - Altimetry
Avoiding airspace infringements Key tips - Altimetry A significant number of airspace infringements are caused by pilots using an incorrect altimeter setting. The pilot may believe that they are remaining outside notified airspace, but they are actually flying higher or lower. QFE (the atmospheric pressure at aerodrome elevation) When QFE is set, your altimeter will indicate your height above the elevation of the aerodrome. This is useful in the visual circuit environment and in the ATZ. QFE should not be used elsewhere. QNH (the atmospheric pressure at mean sea level) When QNH is set your altimeter will indicate your altitude above mean sea level. When the Airfield QNH is set, the altimeter will indicate the elevation of the airfield correctly at the airfield reference point. QNH is essential for avoiding airspace which has a base defined as an altitude, and any Prohibited, Restricted or Danger Areas that have an upper limit defined as an altitude. When flying, remember to check (and update if necessary) the QNH value that you have set. This can easily be done by calling an ATSU or listening to ATIS or VOLMET broadcasts. airspacesafety.com Illustrations courtesy of NATS. Regional Pressure Setting (RPS) RPS is a forecast (not an actual) value of the lowest atmospheric pressure at mean sea level (MSL) within an Altimeter Setting Region (ASR). • When an RPS is set your altimeter will indicate your altitude above the forecast setting. • Aircraft using this setting will never be lower than the indicated altitude. RPS were introduced in the past to aid terrain clearance in large areas where there was no local QNH reporting station, or where communications were poor. -
14 CFR Ch. I (1–1–14 Edition)
§ 91.179 14 CFR Ch. I (1–1–14 Edition) be crossed at or above the applicable duced Vertical Separation Minimum MCA. (RVSM) airspace and— [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as (i) On a magnetic course of zero de- amended by Amdt. 91–296, 72 FR 31678, June grees through 179 degrees, any odd 7, 2007; Amdt. 91–315, 75 FR 30690, June 2, 2010] flight level, at 2,000-foot intervals be- ginning at and including flight level 290 § 91.179 IFR cruising altitude or flight (such as flight level 290, 310, 330, 350, level. 370, 390, 410); or Unless otherwise authorized by ATC, (ii) On a magnetic course of 180 de- the following rules apply— grees through 359 degrees, any even (a) In controlled airspace. Each person flight level, at 2000-foot intervals be- operating an aircraft under IFR in ginning at and including flight level 300 level cruising flight in controlled air- (such as 300, 320, 340, 360, 380, 400). space shall maintain the altitude or [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as flight level assigned that aircraft by amended by Amdt. 91–276, 68 FR 61321, Oct. ATC. However, if the ATC clearance as- 27, 2003; 68 FR 70133, Dec. 17, 2003; Amdt. 91– signs ‘‘VFR conditions on-top,’’ that 296, 72 FR 31679, June 7, 2007] person shall maintain an altitude or flight level as prescribed by § 91.159. § 91.180 Operations within airspace (b) In uncontrolled airspace. Except designated as Reduced Vertical while in a holding pattern of 2 minutes Separation Minimum airspace. -
NF-2007 Occurrence Reporting in Civil Aviation
NF-2007 Occurrence reporting in civil aviation This form is to be used for reporting occurrences according to Norwegian Aviation Act § 12-10 which implement EU regulation No.376/2014 on the reporting, analysis and follow-up of occurences in civil aviation. Regulation BSL A 1-3 implement EU regulation 2015/1018 laying down a list classifying occurrences in civil aviation to be mandatorily reported. An electronic version of NF-2007 with help-texts and guidance is available on www.altinn.no. The Civil Aviation Authority - Norway (CAA-N) and the Accident Investigation Board Norway (AIBN) highly recommends using the electronic version to anyone who have internet access since this is more secure and simplifies the case handling considerably. Norwegian identity number and/or pin-codes are no longer necessary to report civil aviation occurrences via Altinn. Reports about accidents and serious incidents shall be sent both to the CAA-N and AIBN. Other occurrence reports – i.e. incidents that are not serious – shall only be sent to the CAA-N. The objective of this reporting is to prevent accidents and improve flight safety, not to apportion blame or liability. Sections 0 (entry page), 1.0 (General information) and 9 (Narrative) are mandatory for all reports. In addition, the following sections are applicable to the different reporting groups respectively: - Flight-crew members: 1.1 (accidents and serious incidents only) 2, 3, 4, 7 and 8 - ANS-personell: 3, 4, 5 and 7 - Airport personnel/Ground operations: 2.0, 3, 4, 7 and 8 - Constructors/Manufacturers/Modifiers: 2.0 and 2.4 - Maintenance personnel: 2.0 and 2.4 Enter all information that might be relevant to the occurrence. -
Norway 2014 Vfr Guide
CIVIL AVIATION AUTHORITY - NORWAY 2014 VFR GUIDE 1 INTRODUCTION Welcome to Norway and Norwegian Airspace! The vast majority of the Norwegian land masses consist of mountainous This booklet is made for the purpose terrain with countless valleys and deep of assisting you, as a VFR pilot, in your fjords. You will enjoy a spectacular planning and conduct of flight within scenery and great fun while flying in Norwegian Airspace. these areas, but you should also bear The information relates, in general to in mind that the environment may Lower Airspace. Lower Airspace is de- suddenly “bite” you during unfavora- fined as that airspace up to Flight Level ble flight conditions. During low level 195 (FL195). flight, obstacles like power spans and masts, some of them not or only partly Pilots of VFR flights within Norwegian marked, will also pose a significant Airspace below FL 195 are invited to threat to you and your aircraft. consult this guidance material on the understanding that it does not repre- This booklet tries to raise the aware- sent a substitute for the more compre- ness of such unfavorable flight condi- hensive information contained in the tions. Relevant rules and regulations AIP. applicable to VFR flights within Norway In the event of conflicting information are covered and so is other information in this guide, information in the AIP necessary for safe planning and con- should be regarded as the authoritative duct of flight. Set your own limitations source. Please note that the Norway and prepare for the expected so you do AIP -
Preliminary Report Crash Involving Malaysia Airlines Boeing 777-200 Flight MH17 Hrabove, Ukraine - 17 July 2014
DUTCH SAFETY BOARD Preliminary report Crash involving Malaysia Airlines Boeing 777-200 flight MH17 Hrabove, Ukraine - 17 July 2014 1 van 34 Preliminary report Crash involving Malaysia Airlines Boeing 777-200 flight MH17 Hrabove, Ukraine - 17 July 2014 The Hague, September 2014 The reports issued by the Dutch Safety Board are open to the public. All reports are available on the Safety Board’s website www.safetyboard.nl 2 van 34 PRELIMINARY REPORT The International Civil Aviation Organization (ICAO), is a specialized agency of the United Nations, created in 1944 upon the signing of the Convention on International Civil Aviation. ICAO works with 191 Member States to develop international Standards and Recommended Practices (SARPs) for safe, efficient and secure flight operation worldwide. These Standards and Recommended Practices are reflected in Annexes. In Annex 13 - Aircraft Accident and Incident Investigation - to the Convention of International Civil Aviation, Standards and Recommended practices are described for the conducting of civil aviation accident investigation. In accordance with paragraph 3.1 of ICAO Annex 13, the sole objective of this investigation is the prevention of similar accidents and incidents. It is not the purpose of this activity to apportion blame or liability in respect of any party. The State of Occurrence shall institute an investigation into the circumstances of the accident and be responsible for the conduct of the investigation, but it may delegate the whole or any part of the conducting of such investigation to another State by mutual arrangement and consent (paragraph 5.1). In the case of this occurrence, Ukraine requested the Netherlands to conduct the delegated investigation.