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Report on the Aircraft Accident at Bodø Airport on 4 December 2003 Involving Dornier Do 228-202 Ln-Hta, Operated by Kato Airline As
SL Report 2007/23 REPORT ON THE AIRCRAFT ACCIDENT AT BODØ AIRPORT ON 4 DECEMBER 2003 INVOLVING DORNIER DO 228-202 LN-HTA, OPERATED BY KATO AIRLINE AS This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. June 2007 Accident Investigation Board Norway P.O. Box 213 N-2001 Lillestrøm Norway Phone:+ 47 63 89 63 00 Fax:+ 47 63 89 63 01 http://www.aibn.no E-mail: [email protected] The Accident Investigation Board has compiled this report for the sole purpose of improving flight safety. The object of any investigation is to identify faults or discrepancies which may endanger flight safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for flight safety should be avoided. Accident Investigation Board Norway Page 2 INDEX NOTIFICATION .................................................................................................................................3 SUMMARY.........................................................................................................................................3 1. FACTUAL INFORMATION..............................................................................................4 1.1 History of the flight..............................................................................................................4 -
Quarterly Aviation Report
Quarterly Aviation Report DUTCH SAFETY BOARD page 14 Investigations Within the Aviation sector, the Dutch Safety Board is required by law to investigate occurrences involving aircraft on or above Dutch territory. In addition, the Board has a statutory duty to investigate occurrences involving Dutch aircraft over open sea. Its October - December 2020 investigations are conducted in accordance with the Safety Board Kingdom Act and Regulation (EU) In this quarterly report, the Dutch Safety Board gives a brief review of the no. 996/2010 of the European past year. As a result of the COVID-19 pandemic, the number of commercial Parliament and of the Council of flights in the Netherlands was 52% lower than in 2019. The Dutch Safety 20 October 2010 on the Board therefore received fewer reports. In 2020, 27 investigations were investigation and prevention of started into serious incidents and accidents in the Netherlands. In addition, accidents and incidents in civil the Dutch Safety Board opened an investigation into a serious incident aviation. If a description of the involving a Boeing 747 in Zimbabwe in 2019. The Civil Aviation Authority page 7 events is sufficient to learn of Zimbabwe has delegated the entire conduct of the investigation to the lessons, the Board does not Netherlands, where the aircraft is registered and the airline is located. In the conduct any further investigation. past year, the Dutch Safety Board has offered and/or provided assistance to foreign investigative bodies thirteen times in investigations involving Dutch The Board’s activities are mainly involvement. aimed at preventing occurrences in the future or limiting their In this quarterly report you can read, among other things, about an consequences. -
Runway Analysis
CHAPTER 5 RUNWAY ANALYSIS 5 5 RUNWAY ANALYSIS INTRODUCTION The primary issue to be addressed in the William R. Fairchild International Airport (CLM) Master Plan involves the ultimate length and configuration of the runway system. At present there are two runways; primary Runway 8/26 and crosswind Runway 13/31. Runway 8/26 is 6,347 feet long and 150-feet wide with a displaced threshold of 1,354 feet on the approach end to Runway 26. The threshold was displaced to provide for an unobstructed visual approach slope of 20:1. Runway 13/31 is designated as the crosswind runway and is 3,250-feet long by 50-feet wide. In the 1997 ALP Update, the FAA determined that this runway was not required to provide adequate wind coverage and would not be eligible for FAA funding of any improvements in the future. The Port of Port Angeles has committed to keeping this runway functional without FAA support for as long as it is feasible. Subsequent sections of this analysis will reexamine the need for the runway. Both runways are supported by parallel taxiway systems with Taxiway A serving Runway 8/26 and Taxiway J for Runway 13/31. Taxiway A is 40 feet wide and Taxiway J is 50 feet wide. AIRFIELD REQUIREMENTS In determining airfield requirements, FAA Advisory Circular (AC) 150/5300-13, Airport Design (Change 14), has been consulted. This circular requires that future classification of the airport be defined as the basis for airfield planning criteria. As shown in the forecast chapter, the critical aircraft at CLM is expected to be the small business jet represented by the Cessna Citation within 5-years. -
Aviation Activity Forecasts
SOUTHWEST WASHINGTON REGIONAL AIRPORT AIRPORT MASTER PLAN Chapter 3 – Aviation Activity Forecasts The overall goal of aviation activity forecasting is to provide reasonable projections of future activity that can be translated into specific airport facility needs anticipated during the next twenty years and beyond. The first draft of this chapter was prepared in January 2018. Following FAA review, several revisions have been made, including updated based aircraft and aircraft operations forecasts. The original forecasts are maintained as originally presented for reference. Overview and Purpose This chapter provides updated aviation activity forecasts for Southwest Washington Regional Airport (KLS) for the twenty-year master plan horizon (2017-2037). The most recent Federal Aviation Administration (FAA) approved aviation activity forecasts for KLS were developed for the 2007-2027 planning period in the 2011 Airport Master Plan update. The forecasts presented in this chapter are consistent with the current and historic role of KLS as a regional general aviation airport, capable of accommodating a wide range of activity, including business class turboprops and jets. The well-documented shortage of public use airports in Southwest Washington with comparable capabilities, highlights the importance of recognizing the regional role of KLS in its current and long term planning. CHAPTER 3 - AVIATION ACTIVITY FORECASTS | DECEMBER 2020 | PAGE 3-1 SOUTHWEST WASHINGTON REGIONAL AIRPORT AIRPORT MASTER PLAN The forecasts of activity are unconstrained and assume the City of Kelso will be able to make the facility improvements necessary to accommodate the anticipated demand, unless specifically noted. The City of Kelso will consider if any unconstrained demand will not or cannot be reasonably met through the evaluation of airport development alternatives later in the master plan. -
Federal Register/Vol. 83, No. 89/Tuesday, May 8, 2018/Proposed
Federal Register / Vol. 83, No. 89 / Tuesday, May 8, 2018 / Proposed Rules 20743 of this AD following Bombardier Learjet 60 DEPARTMENT OF TRANSPORTATION information on the availability of this SB 60–27–39 Recommended, Basic Issue, material at the FAA, call 206–231–3195. dated September 11, 2017. Federal Aviation Administration Examining the AD Docket (i) No Reporting Requirement 14 CFR Part 39 You may examine the AD docket on Although Bombardier Learjet 28/29 SB 28/ the internet at http:// 29–27–31 Recommended, dated September [Docket No. FAA–2018–0396; Product www.regulations.gov by searching for 11, 2017; Bombardier Learjet 31 SB 31–27– Identifier 2017–NM–156–AD] and locating Docket No. FAA–2018– 35 Recommended, dated September 11, 2017; RIN 2120–AA64 0396; or in person at the Docket Bombardier Learjet 35/36 SB 35/36 -27–50 Management Facility between 9 a.m. Recommended, dated September 11, 2017; Airworthiness Directives; Airbus and 5 p.m., Monday through Friday, Bombardier Learjet 55 SB 55–27–41 Airplanes except Federal holidays. The AD docket Recommended, dated September 11, 2017; contains this NPRM, the regulatory and Bombardier Learjet 60 SB 60–27–39 AGENCY: Federal Aviation evaluation, any comments received, and Recommended, Revision 1, dated January 15, Administration (FAA), DOT. other information. The street address for 2018, all specify to submit a compliance ACTION: Notice of proposed rulemaking the Docket Operations office (telephone response form to the manufacturer per (NPRM). 800–647–5527) is in the ADDRESSES paragraph 3.E., this AD does not require that section. -
Aviation Leadership for the Environment
Aviation Leadership for the Environment Fassi Kafyeke Director Strategic Technology Bombardier Aerospace Co-Chair Canadian Aviation Environment Technology Road Map 2nd UTIAS-MITACS International Workshop on Aviation and Climate Change Toronto, May 27, 2010 Contents Bombardier Aerospace Products Aviation Effects on Global Warming Aviation Position on the Environment The Canadian Aviation Environment Technology Road Map (CAETRM) Bombardier Contribution Short-Term Execution: Bombardier CSeries Mid-Term Execution: GARDN Long-Term Execution: SAGE, FMP Conclusions and Recommendations 2 Fields of activity Aerospace Transportation F10 revenues: $9.4 billion F10 revenues: $10 billion 48% of total revenues 52% of total revenues Backlog: $16.7 billion* Backlog: $27.1 billion* Employees: 28,900* Employees: 33,800* *As at January 31, 2010 3 3 Bombardier’s Business Aircraft portfolio is centred on three families LEARJET FAMILY Learjet 40 XR Learjet 45 XRLearjet 60 XR Learjet 85 CHALLENGER FAMILY Challenger 300Challenger 605 Challenger 850 GLOBAL FAMILY Bombardier Global 5000 Global Express XRS Learjet, Learjet 40, Learjet 45, Learjet 60, Learjet 85, Challenger, Challenger 300, Challenger 605, Challenger 850, Global, Global 5000, Global Express, XR and XRS are trademarks of Bombardier Inc. or its subsidiaries. 4 Bombardier’s Commercial Aircraft portfolio is aligned with current market trends Turboprops Q-Series aircraft: 1,034 ordered, Q400 and Q400 NextGen 959 delivered*. CRJ Series: Regional jets 1,695 ordered, 1,587 delivered*. CRJ700 NextGen -
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. -
Decision 2005/07/R
DECISION No 2005/07/R OF THE EXECUTIVE DIRECTOR OF THE AGENCY of 19-12-2005 amending Decision No 2003/19/RM of 28 November 2003 on acceptable means of compliance and guidance material to Commission Regulation (EC) No 2042/2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks THE EXECUTIVE DIRECTOR OF THE EUROPEAN AVIATION SAFETY AGENCY, Having regard to Regulation (EC) No 1592/2002 of 15 July 2002 on common rules in the field of civil aviation (hereinafter referred to as the Basic Regulation) and establishing a European Aviation Safety Agency1 (hereinafter referred to as the “Agency”), and in particular Articles 13 and 14 thereof. Having regard to the Commission Regulation (EC) No 2042/2003 of 28 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks.2 Whereas: (1) Annex IV Acceptable Means of Compliance to Part- 66 Appendix 1 Aircraft type ratings for Part-66 aircraft maintenance licence (hereinafter referred to as Part-66 AMC Appendix I) is required to be up to date to serve as reference for the national aviation authorities. (2) To achieve this requirement the text of Part-66 AMC Appendix I should be amended regularly to add new aircraft type rating. (3) The regular amendment of Part-66 AMC Appendix I is considered as a permanent rulemaking task for the Agency. This decision represents the first update according to an accelerated procedure accepted by AGNA and SSCC. -
Appendice Au RC PEL 1
APPENDICES Révision 0 16/09/05 Section 1 RC PEL1 UEMOA APPENDICE 1 AU RC PEL1.A.005 Conditions minimales pour la délivrance d’une licence ou autorisation PEL sur la base d'une licence ou autorisation nationale. (voir PEL1.A.005 (b) (3)) 1. Licences de pilote Une licence de pilote délivrée par un Etat membre de l’UEMOA conformément à sa réglementation nationale peut être remplacée par une licence conforme au RC PEL1 sous réserve de l’application des conditions ci après définies. (a) pour les licences ATPL(A) et CPL(A), remplir, au titre d’un contrôle de compétence, les conditions de prorogation des qualifications de type, de classe ou de la qualification de vol aux instruments si elle est requise, prévues au RC PEL1.F.035, correspondant aux privilèges de la licence détenue ; (b) démontrer auprès de l’Autorité qu’une connaissance satisfaisante du RC-OPS 1 et du RC- PEL1 a été acquise, dans les conditions fixées par l’Autorité ; (c) démontrer une connaissance de l’anglais conformément au RC PEL1.E.030 si les privilèges de la qualification de vol aux instruments sont détenus ; (d) remplir les conditions d’expérience et toutes autres conditions indiquées dans le tableau suivant : Licence nationale Expérience Autres conditions Licences PEL1 Suppression détenue (nombre total obtenues en des conditions d’heures de vol) remplacement et conditions (le cas échéant) (1) (2) (3) (4) (5) Licence de pilote > à 1500 heures aucune ATPL-A non applicable (a) de ligne avion en tant que CDB sur avions multipilotes Licence de pilote > à 1500 heures aucune -
The Years of Change
The Years of Change In early January of 1993 all the B-2 structural tests were successfully completed. The static load tests were taken to failure to 161% of maximum stress, and the durability test completed more than 2 lifetimes, which represented 20,000 design flight hours. January 1993 confidence was high for the $4-billion PAMPA Program as the company prepared to complete its first flight evaluation aircraft. However, the realities of the “post-cold war” era forced management to gear up for a tough year as the battle of the defense budget continued in Washington. The ailing commercial aviation industry presented additional challenges for the company. Boeing cut production on all their programs, and 1993 looked very gloomy. The company announced plans for down-sizing up to 1,500 people by the end of the year. Vought president Gordon Williams streamlined the management team to help the company ride out the business downturn, and still continue to meet its customer requirements. He stated that “business will be smaller but stronger.” In March 1993 Vought shipped its last engine nacelle for the Canadair business jet while continuing production on the regional jet nacelles. The 500th horizontal stabilizer for the Boeing 767 was shipped during March, and 141 employees elected to retire. In the meantime, Loral Corporation formed a new missiles group by combining Loral Vought Systems and Loral Aeronutronic during the month. At the end of April, 104 employees elected to retire. McDonnell Douglas certified Vought’s business processes in early May, which was another milestone on the way to becoming a preferred supplier for McDonnell Douglas. -
R&T Activities on Composite Structures
PUBLIC RELEASE R&T activities on composite structures for existing and future military A/C platforms at Airbus DS, Military Aircraft Mircea Calomfirescu, Rainer Neumaier, Thomas Körwien, Kay Dittrich Airbus Defence and Space GmbH Rechliner Str. 1 85077 Manching GERMANY [email protected] ABSTRACT This paper gives a short overview on the state of the art in composite aerostructures for civil and military aircraft. Major challenges are highlighted in this context and the requirements from military aircraft point of view are illustrated, derived from existing and future military aircraft perspectives. The main objective of the paper is to present the R&T activities in the aerostructure research program called FFS, advanced aerostructures. The activities range here from structural bonding, advanced radomes, new thermoplastic composite technologies and new materials and structures for low observability purposes. A brief insight is given to each of the topic highlighting the challenges and approaches, finishing with a summary of future trends and emerging technologies. 1.0 INTRODUCTION Composites offer several advantages over metallic aerostructures in civil as well as in military aircraft industry including reduced weight, less maintenance effort and costs due to “corrosion-free” composites and a superior fatigue behaviour compared to aluminium. The thermal expansion is much less and the material waste (“buy to fly ratio”) is more advantageous compared to aluminium structures. However, these advantages come along with higher material and manufacturing costs. For the prepreg technology for example the material has to be stored at -18°C, energy and investment intensive autoclaves are necessary and for quality assurance 100% non-destructive testing (NDT) is required in contrast to aluminium structures. -
Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN
Chapter 3 – Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN Chapter 3 – Aviation Activity Forecasts The overall goal of aviation activity forecasting is to prepare forecasts that accurately reflect current conditions, relevant historic trends, and provide reasonable projections of future activity, which can be translated into specific airport facility needs anticipated during the next twenty years and beyond. Introduction This chapter provides updated forecasts of aviation activity for Kittitas County Airport – Bowers Field (ELN) for the twenty-year master plan horizon (2015-2035). The most recent FAA-approved aviation activity forecasts for Bowers Field were prepared in 2011 for the Airfield Needs Assessment project. Those forecasts evaluated changes in local conditions and activity that occurred since the previous master plan forecasts were prepared in 2000, and re-established base line conditions. The Needs Assessment forecasts provide the “accepted” airport-specific projections that are most relevant for comparison with the new master plan forecasts prepared for this chapter. The forecasts presented in this chapter are consistent with Bowers Field’s current and historic role as a community/regional general aviation airport. Bowers Field is the only airport in Kittitas County capable of accommodating a full range of general aviation activity, including business class turboprops and business jets. This level of capability expands the airport’s role to serve the entire county and the local Ellensburg community. The intent is to provide an updated set of aviation demand projections for Bowers Field that will permit airport management to make the decisions necessary to maintain a viable, efficient, and cost-effective facility that meets the area’s air transportation needs.