Cabin Crew Safety January-February 2000
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Aviation Occurrence Report Fire in Baggage
AVIATION OCCURRENCE REPORT FIRE IN BAGGAGE COMPARTMENT INTER CANADIEN FOKKER F-28 MK 1000 C-FCRI JEAN LESAGE INTERNATIONAL AIRPORT, QUEBEC 05 DECEMBER 1995 REPORT NUMBER A95Q0232 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. AVIATION OCCURRENCE REPORT FIRE IN BAGGAGE COMPARTMENT INTER CANADIEN FOKKER F-28 MK 1000 C-FCRI JEAN LESAGE INTERNATIONAL AIRPORT, QUEBEC 05 DECEMBER 1995 REPORT NUMBER A95Q0232 Summary Inter Canadien flight 668 from Montreal, a Fokker F-28 MK 1000, parked at boarding gate 3 of Jean Lesage International Airport, Quebec City. The attendant opened the forward baggage compartment and saw thick white smoke and reddish flames coming out of the compartment. He immediately closed the door and alerted the crew. The pilot-in-command immediately ordered the evacuation of the aircraft and told the co-pilot to notify emergency services. The passengers were evacuated rapidly via the airstair at the left forward door and the evacuation slide at the right forward door. The airport fire-fighters arrived at the scene. They checked the baggage compartment and saw the flames. Fire-fighters equipped with respirators fought the fire inside the baggage compartment using extinguishers. One fire-fighter discharged a dry chemical extinguisher in the baggage compartment then closed the door to suffocate the fire. When the fire was extinguished, the fire-fighter entered the baggage compartment and removed the fire-damaged baggage. The aircraft was inspected, and was ferried that evening to the company maintenance base at Montreal. -
The Changing Structure of the Global Large Civil Aircraft Industry and Market: Implications for the Competitiveness of the U.S
ABSTRACT On September 23, 1997, at the request of the House Committee on Ways and Means (Committee),1 the United States International Trade Commission (Commission) instituted investigation No. 332-384, The Changing Structure of the Global Large Civil Aircraft Industry and Market: Implications for the Competitiveness of the U.S. Industry, under section 332(g) of the Tariff Act of 1930, for the purpose of exploring recent developments in the global large civil aircraft (LCA) industry and market. As requested by the Committee, the Commission’s report on the investigation is similar in scope to the report submitted to the Senate Committee on Finance by the Commission in August 1993, initiated under section 332(g) of the Tariff Act of 1930 (USITC inv. No. 332-332, Global Competitiveness of U.S. Advanced-Technology Manufacturing Industries: Large Civil Aircraft, Publication 2667) and includes the following information: C A description of changes in the structure of the global LCA industry, including the Boeing-McDonnell Douglas merger, the restructuring of Airbus Industrie, the emergence of Russian producers, and the possibility of Asian parts suppliers forming consortia to manufacture complete airframes; C A description of developments in the global market for aircraft, including the emergence of regional jet aircraft and proposed jumbo jets, and issues involving Open Skies and free flight; C A description of the implementation and status of the 1992 U.S.-EU Large Civil Aircraft Agreement; C A description of other significant developments that affect the competitiveness of the U.S. LCA industry; and C An analysis of the aforementioned structural changes in the LCA industry and market to assess the impact of these changes on the competitiveness of the U.S. -
FOOD SAFETY in AVIATION Presented by Brig Gen(Retd) Md Abdur Rab Miah
WELCOME TO CAA, BANGLADESH DECRALATION OF WORLD HEALTH ASSEMBLY In 1974, the 27th world health Assembly stressed, “ the need for each member state to shoulder the responsibilities for the Safety of food Wat e r , and proper handling of waste disposal in international traffic.” FOOD SAFETY IN AVIATION Presented by Brig Gen(Retd) Md Abdur Rab Miah CAPSCA Focal Person & Aviation Public Health Inspector and consultant Civil Aviation Authority, Bangladesh POINTS OF DISCUSSION Introduction Standards of Flight catering Premises Water Supply Storage of Food Food Handlers Food Preparation Staff Cloakroom Crew Meals Transportation of food to the aircraft Waste Disposal Flight Catering Laboratory Flight Catering Inspection , Conclusion INTRODUCTION Food safety in Aviation ensures hygiene, wholesomeness and soundness of food from its production to its final consumption by the passengers and crew. So, the air operators are to provide contaminants free ,hygienic , safe, attractive, palatable and high quality food to the consumers. Because the passengers assess an airline by the quality of the meals it serves on board. STANDARD OF FLT CAT PREMISES 1) Flight catering premises - spacious (2) Protection against rodents & insects 3) Lighting and ventilation (4) Located at or in the vicinity of airport 5) No projections or ledges on the wall (6) Floor- smooth but not slippery (7) Walls to be tiles fitted with min partition (8) or, Washable/Glossy paint PROTECTION AGAINST INSECTS & RODENTS All doors, windows and other openings should be insect-proof • Plastic insect-proof screening is recommended Kitchen entrances should have self-closing, double doors, opening outwards. EXCLUSION OF DOMESTIC ANIMALS Dogs, cats and other domestic animals should be excluded from all parts of the food premises. -
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. -
Apm-1346 08 December 2003 Revision 17 - 09 October 2015
EMBRAER S.A - P.O. BOX 8050 12227-901 SAO JOSE DOS CAMPOS - S.P. BRAZIL PHONE:++55123927-7517 FAX:++55123927-7546 http://www.embraer.com e-mail: [email protected] AIRPORT PLANNING MANUAL In connection with the use of this document, Embraer does not provide any express or implied warranties and expressly disclaims any warranty of merchantability or fitness for a particular purpose. This document contains trade secrets, confidential, proprietary information of Embraer and technical data subject to U.S. Export Administration Regulation (″EAR″) and other countries export control laws and regulations. Diversion contrary to the EAR and other laws regulations is strictly forbidden. The above restrictions may apply to data on all pages of this document. APM-1346 08 DECEMBER 2003 REVISION 17 - 09 OCTOBER 2015 Copyright © 2015 by EMBRAER S.A. All rights reserved. EMBRAER S.A. AV. BRIGADEIRO FARIA LIMA, 2.170 - CAIXA POSTAL 8050 - TELEFONE (55) 12 39277517 FAX (55) 12 39277546 - CEP 12.227-901 - SÃO JOSÉ DOS CAMPOS - SÃO PAULO - BRASIL e-mail: [email protected] - http://www.embraer.com TO: HOLDERS OF PUBLICATION No. APM-1346 - ″AIRPORT PLANNING MANUAL″. FRONT MATTER - REVISION No. 17 DATED OCTOBER 09/2015 Pages which have been added, revised, or deleted by the current revision are indicated by an asterisk, on the List of Effective Pages. This issue incorporates all preceding Temporary Revisions (if any). Modifications introduced by this revision are all editorial in nature, with no technical implications, they not being therefore highlighted and no substantiation source being presented herein. Page1of2 HIGHLIGHTS Oct 09/15 AIRPORT PLANNING MANUAL RECORD OF REVISIONS The user must update the Record of Revisions when a revision is put into the manual. -
Aircraft Alerting Systems Criteria Study Volume I Collation and Analysis of Aircraft Alerting System Data
COP.~~:• :.l. ll.L J Report No. FAA RD-~~-2E._I.__._ Aircraft Alerting Systems Criteria Study Volume I Collation and Analysis of Aircraft Alerting System Data FAA WJH Technic?-1 Center Tech Center Library Atlantic City' NJ 08405 .... lRntARl" •20 ?7! 06-44199 May 1977 FINAL REPORT Document is available to the U.S. public through the National Technical Information Service, Springfield, Virginia 22161. Prepared for FAA RD-76/222 U.S. DEPARTMENT OF TRANSPORTATION v.I FEDERAL AVIATION ADMINISTRATION Systems Research & Development Service • Washington, D.C. 20590 FM Technical Center 11111111111111111111111111111111111111111111111111 *00017870* NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. FAAfRD- 76/222vI Aircraft alerting systems criteria study, volume II collation and analysis of aircraft alerting system data/ v.I ~_J 1. Report No. 12. Government Accession No. 3. Recipient's Catalog No. FAA-RD-76-222. I 4. Title and Su.btitle 5. Report Date Aircraft Alerting Systems Criteria Study May 1977 Volume I: Collation and Analysis of Aircraft 6. Performing Organization Code Alerting Systems Data 7. Author(s) 8. Performing Organization Report No. - J.E. Veitengruber, G. P. Boucek Jr., and W. D. Smith 10. Work Unit No. 9. Performing Organization Name and Address A TC/Electronics Technology-Crew Systems 11. Contract or Grant No. Boeing Commercial Airplane Company P.O. Box 3707, Seattle, Washington 98124 DOT/FA 73WA-3233-MOD 2 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address · inal Report Systems Research and Development Service T<inn<ir" 1 07h-l\TovP.mhP.r 1976 Federal Aviation Administration 14. -
6 Fuselage Design
6 - 1 6 Fuselage design In conventional aircraft the fuselage serves to accommodate the payload. The wings are used to store fuel and are therefore not available to accommodate the payload. The payload of civil aircraft can consist of passengers, baggage and cargo. The passengers are accommodated in the cabin and the cargo in the cargo compartment. Large items of baggage are also stored in the cargo compartment, whereas smaller items are taken into the cabin as carry-on baggage and stowed away in overhead stowage compartments above the seats. The cockpit and key aircraft systems are also located in the fuselage. 6.1 Fuselage cross-section and cargo compartment Today’s passenger aircraft have a constant fuselage cross-section in the central section. This design reduces the production costs (same frames; simply instead of doubly curved surfaces, i.e. a sheet of metal can be unwound over the fuselage) and makes it possible to construct aircraft variants with a lengthened or shortened fuselage. In this section we are going to examine the cross-section of this central fuselage section. In order to accommodate a specific number of passengers, the fuselage can be long and narrow or, conversely, short and wide. As the fuselage contributes approximately 25% to 50 % of an aircraft's total drag, it is especially important to ensure that it has a low-drag shape. A fuselage 1 fineness ratio ldFF/ of approximately 6 provides the smallest tube drag . However, as a longer fuselage leads to a longer tail lever arm, and therefore to smaller empennages and lower tail drag, a fineness ratio of 8 is seen as the ideal according to [ROSKAM III]. -
Federal Register/Vol. 81, No. 13/Thursday, January 21
Federal Register / Vol. 81, No. 13 / Thursday, January 21, 2016 / Rules and Regulations 3313 Issued in Fort Worth, Texas, on January 6, 4000; fax 416–375–4539; email cracks, if not detected, could propagate to 2016. [email protected]; result in the structural failure of the steps. Bruce E. Cain, Internet http://www.bombardier.com. In the event of an emergency egress situation, the failure of the airstair step Acting Manager, Rotorcraft Directorate, You may view this referenced service assembly could impede the evacuation of Aircraft Certification Service. information at the FAA, Transport passengers. [FR Doc. 2016–00664 Filed 1–20–16; 8:45 am] Airplane Directorate, 1601 Lind Avenue This [Canadian] AD mandates the BILLING CODE 4910–13–P SW., Renton, WA. For information on replacement of the affected forward the availability of this material at the passenger airstair step assembly with a new FAA, call 425–227–1221. It is also or reworked step assembly. DEPARTMENT OF TRANSPORTATION available on the Internet at http:// Revision 1 of this [Canadian] AD provides www.regulations.gov by searching for additional instructions for performing an Federal Aviation Administration and locating Docket No. FAA–2014– electronic tap test of the airstair step 0447. assembly if the Serial Number (S/N) of the 14 CFR Part 39 airstair step assembly cannot be found. FOR FURTHER INFORMATION CONTACT: [Docket No. FAA–2014–0447; Directorate Required actions include an Jeffrey Zimmer, Aerospace Engineer, inspection to determine the serial Identifier 2014–NM–019–AD; Amendment Airframe and Mechanical Systems 39–18368; AD 2016–01–09] number of the airstair door step Branch, ANE–171, FAA, New York assembly, and if necessary, an electronic RIN 2120–AA64 Aircraft Certification Office, 1600 tap test and reidentification and Stewart Avenue, Suite 410, Westbury, replacement of the assembly. -
Cabin Safety Subject Index
Cabin Safety Subject Index This document is prepared as part of the FAA Flight Standards Cabin Safety Inspector Program. For additional information about this document or the program contact: Donald Wecklein Pacific Certificate Management Office 7181 Amigo Street Las Vegas, NV 89119 [email protected] Jump to Table of Contents Rev. 43 Get familiar with the Cabin Safety Subject Index The Cabin Safety Subject Index (CSSI) is a reference guide to Federal Regulations, FAA Orders, Advisory Circulars, Information for Operators (InFO), Safety Alerts for Operators (SAFO), legal interpretations, and other FAA related content related to cabin safety. Subscribe to updates If you would like to receive updates to the Cabin Safety Subject Index whenever it’s revised, click here: I want to subscribe and receive updates. This is a free service. You will receive an automated response acknowledging your request. You may unsubscribe at any time. Getting around within the CSSI The CSSI structure is arranged in alphabetical order by subject, and the document has direct links to the subject matter, as well as links within the document for ease of navigation. The Table of Contents contains a hyperlinked list of all subjects covered within the CSSI. • Clicking the topic brings you to the desired subject. • Clicking the subject brings you back to the Table of Contents. • Next to some subjects you will see (also see xxxxxxxx). These are related subjects. Click on the “also see” subject and it will bring you directly to that subject. • Clicking on hyperlinked content will bring you directly to the desired content. -
Download This Article
A compre hensive systems-level approach in cabin design minimizes fire potential and helps ensure passenger safety. 18 AERO QUARTERLY QTR_04 | 11 Fire Protection: Passenger Cabin The cabins on all Boeing airplanes incorporate comprehensive fire-protective features and materials to minimize the potential for a fire and help ensure the safety of passengers. By Arthur L. Tutson, Boeing Organization Designation Authorization, Authorized Representative, Fire Protection; Douglas E. Ferguson, Technical Safety Chief, Fire Protection, Technical Services and modifications; and Mike Madden, Deputy Pressurized Compartment Fire Marshal, Payloads Design This article is the third in a series exploring approach that goes beyond ensuring This article describes how Boeing the implementation of fire protection on individual parts meet fire property require- incorporates fire protection features and transport category airplanes. ments by looking at the integration of all materials into the airplane cabin that meet those parts on the airplane. This approach or exceed fire protection standards defined Two types of fires can affect an airplane uses the principles of material selection, by U.S. Federal Aviation Regulations (FAR). and its occupants: in-flight and post-crash. separation, isolation, detection, and control. an in-flight fire usually occurs as a result of These principles involve separating the a system or component failure or mainte- FIRE-PROTECTIVE MATERIALS three contributory factors to a fire (fuel, nance issue. A post-crash fire usually ignition source, and oxygen), isolating results from ignition of fuel released during Most materials used in the construction potential fires from spreading to other parts a crash landing. Boeing considers both of passenger compartment interiors are of the airplane, and controlling a fire should types of fires when designing for airplane required by the U.S. -
American Airlines
AMERICAN AIRLINES FLIGHT ATTENDANT AGREEMENT Between AMERICAN AIRLINES, INC. and THE ASSOCIATION OF PROFESSIONAL FLIGHT ATTENDANTS DECEMBER 13, 2014 TABLE OF CONTENTS Section 1 Recognition and Scope .......................................... 1-1 Section 2 Definitions………………………………………..2-1 Section 3 Compensation ........................................................ 3-1 Section 4 Expenses ................................................................ 4-1 Section 5 Moving Expenses .................................................. 5-1 Section 6 Crew Accommodations ........................................ 6-1 Section 7 Uniforms ............................................................... 7-1 Section 8 Vacation ............................................................... 8-1 Section 9 Sick Leave ............................................................ 9-1 Section 10 Scheduling .......................................................... 10-1 Section 11 Hours of Service ................................................. 11-1 Section 12 Reserve Duty ...................................................... 12-1 Section 13 Temporary Duty Assignment (TDY) .................. 13-1 Section 14 International Flying ............................................ 14-1 Section 15 Foreign Language Speaker ................................. 15-1 Section 16 Deadheading ....................................................... 16-1 Section 17 Co-Terminals ...................................................... 17-1 Section 18 Charters .............................................................. -
AC 150/5220-21C, Aircraft Boarding Equipment, 29 June 2012
Advisory U.S. Department of Transportation Federal Aviation Circular Administration Subject: Aircraft Boarding Equipment Date: 6/29/2012 AC No: 150/5220-21C Initiated by: AAS-100 Change: 1. PURPOSE. This advisory circular (AC) contains the Federal Aviation Administration’s (FAA’s) performance standards, specifications, and recommendations for the design, manufacture, testing and maintenance of equipment used in the boarding of airline passengers. 2. CANCELLATION. This AC cancels AC 150/5220-21B, Guide Specification for Devices Used to Board Airline Passengers with Mobility Impairments, dated March 17, 2000. 3. SCOPE. This AC covers the four most common pieces of equipment used to board aircraft: a. Passenger boarding bridges (PBBs) that are entered from the passenger terminal boarding area, b. Ramps that are moved into place to allow boarding from the airport apron, c. Lifts to vertically transport passengers from the airport apron to the door of the aircraft, and d. Aircraft boarding chairs used to transfer passengers from their wheelchair or other apparatus to their seat in the aircraft cabin. The physical area covered in this AC is that which is bounded by the door of the passenger terminal area, on one end, to the door of the aircraft, on the other end. Although this AC refers only to aircraft boarding (enplaning), all references apply equally to disembarking (deplaning) with the described procedures occurring in reverse order. Chapters 3-5 for this AC are primarily based on the performance standards, specifications, and recommendations contained in the Society of Automotive Engineers (SAE) Aerospace Recommended Practice (ARP) 1247, General Requirements for Aerospace Ground Support Equipment (Motorized and Non-motorized), U.S.