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Timings of Flights to Operate from Arakkonam on 4th and 5th December The arrival/ departure timings of seven flights as approved by the Navy for 4th and 5th December, 2015 to operate to/from Arakkonam, in view of rains and flooding at Chennai are as follows  1. Truejet (Hyderabad- Arakkonam-Hyderabad) 0830/0855 (only on 04 Dec),  2. Spicejet (Cochin-Arakkonam-Bangalore) 0945/1115 3. Spicejet (Cochin-Arakkonam-Bangalore) 1500/1630,  4. Indigo (Hyderabad-Arakkonam-Bangalore) 1130/1300 5. Indigo (Bangalore-Arakkonam-Delhi) 1645/1815,  6. Air India (Hyderabad- Arakkonam-Hyderabad) 1315/1445 7. Air India (Hyderabad-Arakkonam-Bangalore) 1830/1945.  Train services from Chennai Beach station to Arakkonam will be at intervals of 45 minutes. The state government is making arrangements to move people from the station to Rajali Naval Base Ministry of Information & Broadcasting: Timings of Flights to Operate from Arakkonam on 4t... :

                         Boeing has released a video showing off the weight and strength on this revolutionary breakthrough, and saying it is one of the strongest but lightest materials ever—so light that it can rest on top of a dandelion without destroying it.  Microlattice is a 3D open-cellular polymer structure made up of interconnected hollow tubes, each with a wall 1000 times thinner than a human hair.  Inspired by the structure of bones, the material was originally developed in 2011 by Boeing’s HRL Laboratories. It’s 99.9 per cent hollow and claims to be 100 times lighter than Styrofoam, so could microlattice be the future for aeronautical design? ‘

EUROCOPTER EC135  29/08/2015        FOD.                                                                                                                   Rag ingested into rotor brake and onto both engine intake grills.  Momentary illumination of the rotor brake caution was observed. Brake handle confirmed in the off position. Caution illuminated again approx 5 secs later for approx 2 secs. All other indications normal. Emergency checklist consulted and flight continued to destination with no further cautions. Post flight inspection with engineer revealed evidence of ingestion of a rag past the rotor brake and onto both engine intake grills.         ...

CESSNA 404       CONTINENTAL 520               Scheduled maintenance         24/09/2015                      Smoke from engine on start-up. Caused by a rag which had been inadvertently left inside the engine by a trainee engineer. Appropriate action has been taken. A pilot was asked to conduct a post-maintenance engine run follow rectification of an oil leak. Engine number one was started normally. On start of engine no.2 smoke was noted from the number 1 engine. After a short period of monitoring the pilot elected to shut down both engines and without further delay, exited the aircraft with the Fire Extinguisher and requested assistance. A fire extinguisher was discharged through the louvre at the rear of the upper engine cowling whilst another engineer gained access to the engine via the side access panel. Investigation Findings Once the engine cowling was o...

PIPER PA28   LYCOMING  360 FAMILY            22/08/2015                 Engine failure.            At 2 mins and 15 seconds (2nm north of the airfield and at approx. 1,250 ft) a massive bang was heard coming from the engine, instant power loss and Engine T&P’s went into the red and dropped straight down to no reading. Pilot declared a Mayday emergency (Engine Failure) still on Seething radio frequency (122.60), with the intention of returning to the airfield for an attempted force landing. Seething Air ground radio confirmed that runway 24 could be used and the Fire & Rescue team were on standby at the Alpha hold to follow us down the runway.         At around 1nm to the airfield and attempting to keep high and fast rather than low and slow the aircraft was still at around 800ft so continuous slide slipping and position changes were used, flaps wer...

EUROCOPTER EC135  TURBOMECA, FRANCE         11/09/2015                       Fuel indications inaccurate. Main fuel tanks sensors removed and cleaned before aircraft returned to service.                       Main fuel tank indications began to vary to an uncommon amount over two days. The fuel level would differ between 5-10 kilos depending on the altitude of the aircraft in various phases of flight. By the end of my last shift and arriving back at base the main tank fuel level went from 100kg in the main to 64kg whilst taxiing from the runway to the hangar. Throughout all flights over the 2 days the supply tanks indicated full without any change even when the fuel in the main tank became low. In my experience the supply tanks often drop a few kilos then fill back up to capacity.                  MEL con...

16/08/2015 Climbing out, I was just levelling off and as I reduced power there was a load bang and a rush of air. Checking around I found the rear seat passenger was pointing at the window. It took a moment to realise it was missing. I even stuck my fingers out through the hole but sure enough it was gone. While the loss of the window did not affect the handling of the aircraft there was a risk of personal injury from the shrapnel. One piece flew forward and bounced off the instrument panel. I think it was fortunate the rear seat passenger was sat on the right where she was unharmed. I reduced speed and after confirming there was no affect on the aircraft handling and the passengers were unharmed we continued and made an uneventful landing. The window was the last remaining original piece of Perspex on the 1967 aircraft.

            FAA recommend that owners, operators, and maintenance technicians and inspectors visually inspect and confirm their findings using eddy current on the affected Cessna models utilizing aft fin attachment fitting, part numbers 0431009-1/-2/-3, for cracks and corrosion. This should be done repetitively at  100 hours  intervals following inspection procedures described in the applicable Cessna SID located in the table of SIDs. Note that it may be beneficial for the inspection to be accomplished in conjunction with compliance to AD 80-11-04.          FAA and Textron Aviation (Cessna) have been aware of cracking of the aft fin attachment fitting; and have previously issued a number of airworthiness publications to inform owner, operators, and maintenance technicians and inspectors. Cessna issued Service Bulletins (SE74-10 and SE78-62) in addition to the specific inspections noted in the referenced SID. Additionally,...

        The foundation of conducting an effective External Check is knowing the aircraft. Damage from a previous flight that is missed during an External Check can be attributed to the new crew who either conducted the External Check poorly or caused it! Knowledge, attention to detail and vigilance will prevent things being missed. As well as checking technical items, crews must keep an eye on the big picture on the ramp and be alert to suspicious people or packages. It is important that flight crew conducting an External Check know: what all the visible probes, vents, ports and indicators such as fire bottle discharge indicators are for and what they look like normally. That will make it easier to spot any abnormality. what the landing gear locks and steering pins look like and where they are located when fitted. Hydraulic leaks and problems with gear legs can be difficult to spot, particularly by night. what the brake wear indicators should look like, i...

                              Pre Flight External Check by  Fight Crew   is part of the basis for the Captain's Aircraft Acceptance which must be formally recorded in the  Aircraft Technical Log  prior to every flight departure. It is primarily, therefore, a general visual inspection of those aspects of fitness of the aircraft for flight which can be verified wholly or partly in that way. Incidentally it also provides an opportunity to observe the environment in which the aircraft is parked and may sometimes allow the observation of aspects of aircraft hold loading and routine aircraft servicing. It is entirely unrelated to the separate requirements for appropriately qualified aircraft maintenance technicians to carry out scheduled checks and inspections necessary for the  Certificate of Release to Service  to be signed and, in some cases, to remain valid for the specif...

         (i) Minimum total cockpit experience level of the crew as PIC and Co-Pilot should not be less than 500 hours on type.          (ii) No supervised take-offs and landings in actual adverse weather/monsoon conditions.          (iii) Approach briefing prior to Top of Descent shall include wet/contaminated Actual Landing Distance calculation. Scheduled Operators shall prepare a quick analysis table for use during normal operations for wet/contaminated ALD and 1.15*ALD in view of the high cockpit work-load environment.          (iv) A list of commanders operating as PICs for the first monsoon on type is to be forwarded to Flight Standards Directorate, DGCA Hqrs., by all the Operators, by 15th of May of every year. The names of Commanders released on type subsequent to this date till the onset of pre-monsoon shall also be forwarded at the earliest.         ...

                           The following equipment shall be serviceable during adverse weather/monsoon conditions  (a) For aircraft requiring transponder and TCAS, both must be serviceable. (b) GPWS/EGPWS must be serviceable. (c) All deceleration devices including Thrust reversers must be serviceable. (d) Anti-skid system must be serviceable. (e) Wind shield wipers (where fitted) on both sides must be serviceable. (f) Anti – icing and de-icing must be serviceable. (g) At least one Weather RADAR system must be serviceable. (h) Groove on tyres must be visible out of base stations.                 CIVIL AVIATION REQUIREMENTS SECTION 8 SERIES ‘C’ PART I .

       As part of the Accident Prevention Programme following steps have been taken to avert the recurrence of air mishaps and impending eventualities at airports in the country: • Accident / incident data is regularly analyzed and based on the analysis, Air Safety Circulars are issued to bring important observations/findings to the notice of the operators to avoid the recurrence of the accidents. • Recommendations emanating from the accident/incident investigation reports are implemented to prevent such mishaps. • As per the annual surveillance programme, audit of the operators are carried out. Recommendations emanating from such reports are followed up with the operator for implementation. The compliance of the action taken by the operator is further verified during the next audit.The Government appoints various Committees of Inquiry as per the provisions of Aircraft (Investigation of Accidents and Incidents) Rules, 2012 to investigate the aircraft accidents ...

              Airports Authority of India (AAI) has prepared Colour Coded Zoning Maps (CCZM) of airports of Delhi and Mumbai clearly indicating the permissible heights in different colour coded grids in different zones of these airports. These maps are available on AAI's website.                   It has been decided to upgrade the existing online height clearance system i.e. NOCAS to NOCAS V.2. The NOCAS V.2 is bound to process the NoC application without any human intervention after physical verification of site elevation and co-ordination by AAI officials and issuance of NoC for height clearance expeditiously.              

          Minister of Civil Aviation Shri Ashok Gajapathi Raju while Chairing the meeting of the Parliamentary Consultative Committee on Safety Measure in Civil Aviation Sector informed the Members that the Government has a plan to create a “Civil Aviation Authority of India” in place of DGCA to ensure efficiency in its procedures with ease of recruitment of skilled manpower. It will strengthen the system’s ability to cope with emerging safety challenges of the growth of the sector in the long run.         He added DGCA has issued various regulations for carrying out India’s obligation to the Chicago Convention and advisories to the industry regarding election flying, seasonal helicopter operations, real time tracking of the aircrafts etc. In accordance with the standard and recommended practices of ICAO, DGCA has developed State Safety Programme for India which is available on DGCA website. In accordance with the ICAO SARPs, India has al...

           Air India has made psychometric test mandatory for the recruitment of Trainee Pilots (Commercial Pilot License Holders). However, candidates recruited as Cabin Crew are not subjected to any psychometric test. The recruitment test for the post of Trainee Cabin Crew was conducted by Indian Institute of Psychometry on 11th January, 2015 at Delhi and Chennai. As many as 401 candidates were called for the written test and 394 candidates appeared, out of which 357 candidates qualified the same. No change in the medical standards of pilots is proposed as they are in line with ICAO requirements. However, many airlines are carrying out psychometric test of pilots at the time of induction. This information was given by Minister of State for Civil Aviation, Dr. Mahesh Sharma in a written reply in the Rajya Sabha today. 

SIL99-2C       INFORMATION LETTER  SUBJECT: SEALANTS, LUBRICANTS, AND ADHESIVES AUTHORIZED  PURPOSE : Provide current application of sealants, threading, lubricants, and                    adhesives.  COMPLIANCE : During engine installation, maintenance, overhaul or                             component repair or replacement.  MODELS AFFECTED : All CMI engine models operating with AVGAS fuel.              Lubricating oils qualified for use in Continental Motors, Inc. (CMI) gasoline engines are required to meet Society of Automotive Engineers (SAE) specifications. Recommended Oil Grade:  • Above 40°F ambient air, sea level SAE 50 or                                             ...

Verify correct directional travel of controls and trim                 The problem               Incorrect rigging of flight control and trim systems has led to in-flight emergencies, accidents,     and even deaths.               Four such mishaps within a 2-year span share common safety issues:    o Maintenance personnel who serviced or checked the systems did not recognize that the             control or trim surfaces were moving in the wrong direction.    o Pilots who flew the airplanes did not notice the control anomalies during their preflight                   checks.              Anyone can make mistakes. In some cases, the mechanics who performed the work   incorrectly were highly experienced. Related incident and accident...

          1. Mutilation should be accomplished in such a manner that the components become permanently unusable for their original intended use. Mutilated components should  not be able to be reworked or camouflaged to provide the appearance of being  serviceable, such as by re-plating, shortening and re-threading long bolts, welding,  straightening, machining, cleaning, polishing, or repainting.           2. Mutilation may be accomplished by one or a combination of the following procedures:                   (a) grinding,                   (b) burning,                   (c) removal of a major lug or other integral feature,                   (d) permanent distortion of parts,                  ...

       1. The following types of components should typically be classified as  unsalvageable :             a) components with non-repairable defects, whether visible or not to the naked  eye;             b) components that do not meet design specifications, and cannot be brought  into conformity with such specifications;            c) components subjected to unacceptable modification or rework that is  irreversible;            d) certified life-limited parts that have reached or exceeded their certified life  limits, or have missing or incomplete records;            e) components that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment;            f) components for which conformity with an applicable airwo...

             a) A component shall be considered unserviceable in any one of the following circumstances:                     1. expiry of the service life limit as defined in the maintenance program;                     2. non-compliance with the applicable airworthiness directives and other continued airworthiness requirement mandated by DGCA ;                    3. absence of the necessary information to determine the airworthiness status or  eligibility for installation;                    4. evidence of defects or malfunctions ;                    5. involvement in an incident or accident likely to affect its serviceability.             b) Unserviceable...

               M.A.503 Service Life Limited Components        (a) Installed service life limited components shall not exceed the approved service  life limit as specified in the AMP and ADs , except as provided for in point M.A.504(c).                (b) The approved service life is expressed in calendar time, flight hours, landings or  cycles, as appropriate.                ( c ) At the end the approved service life, the component must be removed from the  aircraft for maintenance, or for disposal in the case of components with a certified life limit

                                  M.A.502 Component Maintenance               (a) The maintenance of components shall be performed by maintenance organisations appropriately approved in accordance with Section A, Subpart F of  CAR M or with CAR 145.              (b) By derogation from paragraph (a), maintenance of a component in accordance with aircraft maintenance data or, if agreed by DGCA, in accordance with  component maintenance data, may be performed by an A rated organisation  approved in accordance with Section A, Subpart F of CAR-M or CAR 145 as well  as by certifying staff referred to in point M.A. 801(b)2 only whilst such components are fitted to the aircraft. Nevertheless, such organisation or certifying staff may  temporarily remove this component for maintenance, in order to improve access...

                                          M.A.501 Installation                (a) No component may be fitted unless it is in a satisfactory condition , has been appropriately released to service on a CA Form 1 or equivalent and is marked in accordance with CAR 21 Subpart Q, unless otherwise specified in CAR 21, CAR  145 or CAR-M Section A, Subpart F.               (b) Prior to installation of a component on an aircraft the person or approved maintenance organisation shall ensure that the particular component is eligible for fitment.               (c) Standard parts shall only be fitted to an aircraft or a component when the maintenance data specifies the particular standard part. Standard parts shall only  be fitted when accompanied by evidence of confor...

                        A pplicable current maintenance data            1. any applicable requirement, procedure, standard or information issued by  DGCA,          2. any applicable airworthiness directive,          3. applicable instructions for continuing airworthiness, issued by type certificate   holders, supplementary type certificate holders and any other organisation  that publishes such data in accordance with CAR 21.         4. any applicable data issued in accordance with 145.A.45(d).  All applicable   maintenance data is current and readily available for use when required.  Establish a work card or worksheet system to be  used and shall either transcribe accurately the maintenance data onto such work  cards or worksheets or make precise reference to the particular mainten...