General Secretary
Grahame McCulloch2018, Sangaya
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Abstract
Amsterdam Schiphol Airport is referred to as Schiphol airport in this report. 2 The preliminary report that was published by the Board on 28 April 2009 made mention of 83 injured passengers instead of 117. This difference is caused by becoming available, during the investigation, of accurate data concerning the injuries of occupants and the application of another injury classification (see Appendix E). 106 C-check: regular maintenance on the aircraft that takes place every 7000 flight hours or 2 years (whichever occurs first). This varies with regard to each aircraft type and use. The maintenance is performed by taking the aircraft out of service. 107 A-check: regular maintenance on the aircraft that takes place every 600 flight hours or 2 months (whichever occurs first). This varies with regard to each aircraft type and use. This maintenance can take place at night at the gate without having to take the aircraft out of service. 108 Certified to be used in models 737-600, 737-700, 737-700C, 737-800, 737-900 and BBJ (Boeing Business Jet). 109 Certified to be used in models 737-600, 737-700, 737-700C, 737-800, 737-900 and BBJ (Boeing Business Jet).
Key takeaways
- Remarkably though, in spite of this safety programme, the Flight Safety Department of Turkish Airlines received 550 flight safety reports from cockpit crews in 2008, but none of these reports mentioned problems with the radio altimeter system, unintentional landing gear warnings and autothrottle 'RETARD' mode during approach.
- This happens during every flight when the aircraft is above the height range of the radio altimeter system.
- The radio altimeter system did not operate correctly causing anomalous behaviour of the automatic flight system and other systems on the aircraft during flight TK1951.
- The Boeing 737-800 Flight Crew Operations Manual on board of the accident aircraft, of which the Quick Reference Handbook forms part, does not include these procedures either.
- Assuming an average flight time of 3 hours, the failure rate of the radio altimeter system on this aircraft was once per 23.2 flight hours.
Related papers
[Airplane crash near Schiphol Airport 25 February 2009: injuries and casualty distribution]
PubMed, 2010
Objective: To describe the injuries and distribution of casualties resulting from the crash of Turkish Airlines flight TK 1951 near Schiphol Airport on 25 February 2009. Design: Retrospective, descriptive. Method: We reviewed the hospital case notes of all casualties of the airplane crash and scored triage at the scene, time to emergency department, Abbreviated Injury Scale (AIS) and Injury Severity Score (ISS), mortality, length of hospital stay and surgical procedures. Results: Of the 135 passengers, 9 died on the scene. A total of 126 survivors were examined in 15 hospitals; data from 125 were available for our research. Median time between crash and arrival at an Emergency Department was 3.5 hours (range 1.25-5.5 h). Six passengers were uninjured and 64 were admitted to hospital. A total of 297 injuries were registered. Most injuries were to the head and face (81), spinal injuries (31) and fractures of extremities (34). In the study group 17% of the patients had a spinal fracture. The mean ISS was 6.5 (range 1-57). In 12 patients the ISS was >or= 16. Surgical procedures (80) were necessary in 23 patients. There was no in-hospital mortality. Conclusion: Of the 135 passengers, 9 died and 120 were injured. Although the accident was in an urban area, there was a significant delay between the accident and the arrival of the casualties at Emergency Departments. Most of the injuries were to the head and face, and to the spine and extremities.
February 2009 Airplane Crash at Amsterdam Schiphol Airport: An Overview of Injuries and Patient Distribution
Prehospital and Disaster Medicine, 2011
The objective of this study was to describe the injuries and distribution of casualties resulting from the crash of Turkish Airlines flight TK 1951 near Schiphol Airport in the Netherlands on 25 of February 2009. Methods: This was a retrospective, descriptive study. Based on a review of the hospital records for all casualties of the airplane crash, triage at the scene, time to emergency department, Abbreviated Injury Scale (AIS) and Injury Severity Score (ISS), mortality, length of hospital stay and surgical procedures were abstracted. Results: Of the 135 passengers, nine died on-scene. A total of 126 survivors were examined in 15 hospitals; data for all survivors were available for the study. Median time between crash and arrival at an emergency department was 3.5 hours (range 1.25-5.5 hours). Six passengers were uninjured and 66 were admitted to hospital. A total of 305 injuries were recorded. The majority were head and facial injuries (92), spinal injuries (35), and fractures of extremities (38). Eighteen percent of the patients had a spinal injury. The mean ISS was 6.3 (range = 1-57). The ISS score was >15 for 13 patients. Surgical procedures (80) were necessary in 23 patients. There was no in-hospital mortality. Conclusions: Although the accident was in an urban area, there was a significant delay between the time of the accident and the arrival of the casualties at hospital emergency departments. The Turkish Airlines crash provides extensive information for research into mass-casualty or disaster management, triage, plane crash injuries, and survivability. The "Medical Research Turkish Airlines Crash" (MOTAC) study group currently is investigating several of these issues.
EASA.Maintenance_Practices_for_Aviation_Maintenance PART 1
Prácticas de mantenimiento guía general parte 1
GUIA GENERAL TMA P1
A Preliminary Investigation of Maintenance Contributions to Commercial Air Transport Accidents
Aerospace, 2020
Aircraft maintenance includes all the tasks needed to ensure an aircraft's continuing airworthiness. Accidents that result from these maintenance activities can be used to assess safety. This research seeks to undertake a preliminary investigation of accidents that have maintenance contributions. An exploratory design was utilized, which commenced with a content analysis of the accidents with maintenance contributions (n = 35) in the official ICAO accident data set (N = 1277), followed by a quantitative ex-post facto study. Results showed that maintenance contributions are involved in 2.8 ± 0.9% of ICAO official accidents. Maintenance accidents were also found to be more likely to have one or more fatalities (20%), compared to all ICAO official accidents (14.7%). The number of accidents with maintenance contributions per year was also found to have reduced over the period of the study; this rate was statistically significantly greater than for all accidents (5%/year, relative to 2%/year). Results showed that aircraft between 10 and 20 years old were most commonly involved in accidents with maintenance contributions, while aircraft older than 18 years were more likely to result in a hull loss, and aircraft older than 34 years were more likely to result in a fatality.
PASSENGER PROGNOSES OF AMS
Amsterdam Airport Schiphol, ("AAS"), owned by the Schiphol Group ("SG"), plays a key part in the hugely competitive airline industry. One of the primary goals of the Schiphol Group is to provide high service at a low cost. In recent years, Schiphol and the Dutch Government are cutting the relevant budgets with a view to make substantial savings in specific areas, for example, the Security and Border Control Departments. In achieving this goal there is a fine balance to be met. High quality Security and Border Control, (under the control of The Royal Dutch Marechaussee ("KMar"), is crucial for the successful operation of AAS. With this in mind Schiphol Group and the Government should be cautious in making savings as a decrease in service level would be detrimental to the successful operation of AAS. A sound example of 'high service/low-cost' improvements could be achieved through more efficient scheduling of staff, namely utilising less staff but still providing a sufficient service level for local departing passengers. Staff scheduling is dependent on the travel behaviour of passengers, more specifically when passengers arrive at Schiphol from landside. The travel behaviour among those millions of local departing passengers is quite diverse. Many passengers arrive hours before departure time when check-in desks are not open for servicing, while other passengers arrive at the last-minute when the check-in desks are closing. Consequently, coping with this ebbing and flowing process by scheduling staff is extremely difficult. Fortunately, AAS runs a model which provides valuable prognoses to achieve an accurate picture of the number of passengers that arrive per time interval, these prognoses are used by the different stakeholders.
Addressing Maintenance Backlogs for Commercial Regional Airports in Southern Africa
Smaller regional airports in Southern Africa often have superfluous airside infrastructure and capacity. These airports are often included in the commercialised suite of airports due to their regional and national strategic importance. These airports also have associated regional developmental and economic importance. However, these airports normally have low passenger and aircraft movements. The latter is often smaller aircraft with runway lengths far in excess of the aircraft type needed with additional taxiways and apron areas provided for the aforementioned military functions in a gone-by era. The result is that such smaller airports often have to operate as "loss leaders". Recent involvement in the preventative and innovative maintenance interventions at a number of this type and size of airport in South Africa, under the management of the Airports Company of South Africa (ACSA), created opportunity to transfer such knowledge to similar airports under the auspices of Namibia Airports Company (NAC). The obvious backlog of maintenance and rehabilitation needs of these airports in Namibia offered the opportunity to determine the actual level of service needed for such airports linked to actual aircraft movements and their projected trends. Innovative solutions developed in SA involved discarding and mothballing of superfluous ex-military facilities. An analysis on the budget provisions regarding the current facilities compared to the reality driven down-sized facilities were also done in order to provide indicators for the associated budget provision for such sustainable facilities. Throughout the ACSA airports were used as benchmark for measures of commercial success and asset preservation and utilisation.
New developments in maintenance
1995
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The Importance of Preventive Maintenance in terms of Reliability in Aviation Sector
Aircraft is a system that requires high reliability levels throughout flights. Preventive maintenance procedures are applied to maintain this reliability at an optimum level. The higher frequency of preventive maintenance applications means higher reliability level; however, very frequent application of preventive maintenance is not economical though. In order to obtain optimum benefit, this maintenance should be done at proper times. This study aims at explaining the importance of preventive maintenance mathematically. The mean time to failure (MTTF) or the mean time between failures (MTBF) is taken as the reliability criteria. The reliability values obtained when preventive maintenance is applied and not applied are compared to the MTTF.
Continuing Airworthiness Requirements Part-M Maintenance
easa, 2018
sylabus Continuing Airworthiness Requirements Part-M Maintenance
Related topics
Related papers
Schiphol Airport Amsterdam: to understand the past is to secure future economic growth
ERSA conference papers, 2006
Schiphol Amsterdam, the main airport of the Netherlands, is a dynamic node, where the space of places and space of flows meet. The days that Schiphol was just an airport are long gone. This makes it a complex entity. The different governments concerned with the future development of Schiphol appear to be indecisive. Next to the government a growing number of public and private actors exists that try to influence spatial planning to their advantage. The rise of the network society has made the process of policy making much more difficult. Decision-making was once the domain of the governments, but nowadays it takes place in more informal, network type configuration. This year Schiphol exists 90 years. At the same time the government decided to extend the quantity and quality of the airport by letting it grow to 600 000 airplane movements per year. To illustrate this growth: in 2005 Schiphol had 400 000 airplane movements. The civil society and the opposition reacted furious. In a climate of distrust formed by a lack of communication, the Schiphol file seems complex and obscure: an administrative stalemate arises. In this paper I try to discover how this stalemate came into existence. The aim is to create and analyze a problem inventory. To come to this problem inventory, it is important to understand the changing context in which the policy making process takes place. First I will introduce some theories that help us understand this changing context. Secondly a historical evolution of Schiphol will be given to illustrate the impact of this changing context. After this evolution it is possible to make a problem inventory which points out the different themes and problems that exist in the Schiphol region.
Continuing Airworthiness Management Exposition : For Priority Aero Maintenance
2012
Detta examensarbete gjordes som en avslutande del av flygingenjörsprogrammet vid Mälardalens Högskola i Västerås. Vi har utfört vårt examensarbete på uppdrag av Priority Aero Maintenance på Arlanda flygplats. Vi har skrivit ett förslag på en handbok som beskriver arbetet för den fortsatta luftvärdigheten, CAME (Continuing Airworthiness Management Exposition). Handboken kommer i framtiden att användas av företaget som en mall. Vi har båda studerat Flygingenjörsprogrammet vid Mälardalens högskola i Västerås. Våra inriktningar var Drift och Underhåll samt kvalitetsutveckling respektive Avionik. Eftersom vi båda hade samma typ av vision och mål med examensarbetet valde vi att göra detta arbete tillsammans.
Understanding Amsterdam Airport Schiphol through Controversies
Systems Research and Behavioral Science, 2013
The question of how to organize collaborative problem-solving efforts when collective action is necessary has received considerable attention in the scientific literature. More recently, it is even argued that to organize successful collaborative arrangements, the complex system characteristics of the governance system in which such an arrangement is applied needs to be taken into account. This would trigger a bandwagon effect of mutually reinforcing changes and be successful in overcoming deadlocks. In this paper, we will argue that this line of reasoning is far from complete, even resulting in misguiding conclusions. By analyzing the governance of Amsterdam Airport Schiphol, we suggest that-instead of complicating the problem by establishing more self-organizing collaborative bodies, hoping to avoid path dependencies and bring new solutions-there is rather a need to clear 'the disposition of complexity' profoundly, towards concrete associative opportunities, and co-evolution beyond political agendas and/or plans.
Aviation Maintenance Management
airlines on the ETOPS (extended range twin-engine operations) program, participated in airline maintenance evaluations, and helped airlines develop reliability programs. He has taught aviation maintenance management courses at Embry-Riddle Aeronautical University in Daytona Beach, Florida. He developed this book because no suitable text for courses such as his existed.
Inspection of the Airport Maintenance Procedures and Operations of Juba International Airport in Juba, South Sudan
International research journal of innovations in engineering and technology, 2022
This study was set to establish the Inspection of the Airport maintenance procedures and operations of Juba International Airport in Juba, South Sudan. It was guided by the following specific objectives, that included determining the (i) To identify the regulator requirements for maintenance, (ii) to establish the parts and materials for airfield maintenance, procedures for maintenance and their implementation (iii) examine the maintenance equipment available and training of records and personnel maintenance (iv) To establish whether there is a relationship between Inspection of the Airport maintenance procedures and operations of Juba International Airport in Juba, South Sudan,. The study adopted a descriptive survey design .it used questionnaires, face to face interviews. The target population was 220 from which a sample size of 145 was derived. Findings revealed that respondents between 25-35 year were 32.1%, female respondents dominated the study (64.3%); married were (53.6%) other marital status category; Bachelor holders dominated the study 50% and on occupation others dominated the entire sample size with 54.2%. Regards inspection of the Airport maintenance procedures the findings on Maintenance requirements revealed that, verifying that required facilities are provided (mean=3.29, std. .878) was rated highly, followed by identifying potentially unsafe conditions on the aerodrome for corrective action (mean=2.65 std. 1.064), ensuring that the aerodrome is properly maintained and that personnel who inspect and maintain the aerodrome are adequately trained (mean=2.12 std. 1.128), working with aerodrome and Civil Aviation Authority personnel to correct potentially confusing pilot visual aids that could cause pilots to become disoriented or lose their situational awareness (mean=2.09 std. 1.076), we check for pavement runway strips and runway end safety areas pilot visual aidsrunway holding positions wind direction indicators -NAVAIDSobstructionsconstruction area (mean=
Maintenance Reliability Program as Essential Prerequisite of Flight Safety
PROMETTraffic&Transportation
This article is dealing with airline industry standards regarding reliability reporting and with practical aspects of reliability program deployment within an operator's organization. Reliability program is a tool for monitoring the effectiveness of aircraft maintenance program. Apart from being an effective tool for maintenance program development, the reliability program can bring to light flaws in aircraft design, discrepant operational procedures, discrepancies in line and base maintenance. Reliability program is also considered to provide very valuable means for achieving better operational performance (through decreased maintenance-related problems in operation) and increased flight safety. For this reason, reliability programs are mandated by the regulations for all commercial operators. Even though there is a general industry standard regarding maintenance reliability programs, it still has to be customized and optimized by each operator in order to gain the most out of it. Organizational procedures will vary significantly from one operator to another, reflecting the size and structure of the monitored fleet, size of the operator and its engineering power. As maintenance reliability program involves the application of statistic methods in finding systematic negative trends, the bigger the size of the fleet, the more accurate and reliable results can be achieved. This work is outlining the existing airline industry standards and good practice in carrying out maintenance reliability program.
Risk contours and risk management criteria for safety at major airports, with particular reference to the case of Schiphol
Safety Science, 2002
Safety Science 40 (2002) 299-323 www.elsevier.com/locate/ssci 0925-7535/01/$ -see front matter # 2001 Elsevier Science Ltd. All rights reserved. P I I : S 0 9 2 5 -7 5 3 5 ( 0 1 ) 0 0 0 5 1 -0 *
Developing Standard Times for Repair Activities for Transit Vehicles: A Systematic Approach
Transportation Research Record, 2005
Reading 1 Reading 2 Reading 3 Average Disconnect Middle components 5868 4523 5203 5198 Disconnect Drive Shaft Start loosing nuts connectors to transmission Loose nut connectors to transm (*2) Loose nut connectors to shaft (*2) Get driveshaft out Air intake for turbo & Exhost Loose remaining brackets Loose air intake for the turbo Take intake out and place it aside Take pipe out and put it aside Loose exhost from the turbo Loose nuts of brackets Loose nuts connectors Separate exhost Loose nut of wiring that goes to the generator Loose nuts of oil filter Loose nuts of discharger Loose nuts of Spinner filter Loose nuts of fuel line Loose nuts and bracket that holds transm oil stick Cut belt and put it aside Loose nuts next to the hydraulic pump (clear bumper area) Lift dolly Disconnect wire in front of engine Clear front area of engine (move lines to sides) Take transmission meter out and put aside Clear oil lline from front side Disconnect Components Inside the Bus 1730 1360 1580 1557 Go inside the bus Take out nuts of brackets of the entige pipe Set up light Loose return fuel line Loose nuts of brackets of the entige pipe General compartment inspection Cut cables Loose nuts of cables of temperature service Loose nuts of wires Loose nuts of wires that measure oil pressure + temp Loose nut of brackets Bumper & Front Motor Mounts out
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