2019 |1|

Message from the President 02

Developments 03

Capt Gadgil’s India-built Flight Simulator receives International Recognition 05

Aircraft Accident Investigation 06

Federation of Indian Pilots 28

FIP Membership Form 29

Insurance Form 3117

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6

14

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Aero club of India is the National air sport control organisation 09

Anxious? Read on 11

MIG 21: Love her OR Hate her? 14

Importance of Non-Technical (NOTEC) Skills in Aviation 17

Seconds from Disaster: ACA 759 21

Quick Guide: Heat Injuries 25

Contents

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A quick glance at the cockpit of a modern airliner will put to rest any doubt on the ability of electronics to simplify and secure the act of flying. However, the real revolution on the flight deck is

yet to come and it will bring with it an explosion in the number of aerial vehicles.

Around the world, there are thousands of engineers gathered around models of small VTOL aircrafts. These models are both physical and mathematical. While some engineers battle with the laws of physics, the others work with algorithms that would fly these cars autonomously or perhaps semi-autonomously. The venture capitalists who back these engineers are betting that small self flying VTOLs could one day be as popular as cars.

It may well be 20 years or more before airliners become truly autonomous. In the interim we will have a whole deluge of semi-autonomous/autonomous flying vehicles. These promise to do everything from delivering packages to transporting individuals. While there maybe precedent globally, this would be a completely new phase for the Indian skies. While some rules such as no-flyzones may be easy to implement, others such as mandatory registration might be difficult; especially when you look at the latest trends of miniaturization in battery and motor technology.

There are plenty of home built drones across the world that fly at over 20,000 feet. What would happen if one of these was to suddenly cross your flight path? What are the methods for conflict resolution? What would be the company SOP, to detect, avoid, and report such a vehicle? Would it mean curtailing controlled rest periods as 2 sets of eyes would be better than one?

Before we as a society can realize the dream of whizzing through the air in a flying car, we would need to imbibe the self discipline and rigor of our aviators. Any attempt to introduce such technology without elevating the public discourse, would lead to chaos and an immeasurable deterioration of safety. There are numerous instances of drones shutting down operations at major international airports. So far we have been able to avoid a major disruption; what will happen once our luck runs out?

The word pilot may take various uses as technology levels change. But it will always signify the person who is responsible for getting the aircraft from its origin to destination in a safe and predictable manner; flying it by hand if necessary.

Happy Landings!

Capt Vivek Nair (President)

Capt. Vivek Nair PRESIDENT

Capt. Nishith Rawalia VICE - PRESIDENT

Capt. Vinay Bambole SECRETARY

Capt. Andrew Samuel TREASURER

Capt. Vivek Kulkarni MEMBER

Capt. P. Kanthimathinathan MEMBER

Capt. Khushwant Singh Matharu MEMBER

Capt. Divya Dugal MEMBER

Designed, Produced & Published

by

Titan Communications

on behalf of

Federation of Indian Pilots

Printed byChaitanya Creations

24/2, 2nd Floor, Hauz Khas VillageNew Delhi-110016

2019 |3|

DevelopmentsSpiceJet to add over 50 aircraft to its fleet in 2019

No-frills carrier SpiceJet, which is set to induct its hundredth aircraft in the coming days, will add more than 50 to its fleet during the current calendar year, chairman and managing director Ajay Singh has said. “As we sprint on our growth path, SpiceJet is eyeing an aggressive expansion plan across both its domestic and international network,” Singh said in a letter to employees. “And the rigorous ground work for it (flying medium to long-haul international flights) have already begun,” he added.

SpiceJet, currently the country’s third-largest domestic carrier behind IndiGo and Air India, carried 14.41 lakh passengers during April, registering a 13.1% market share, according to data from the Directorate General of Civil Aviation (DGCA). The airline currently has over 92 aircraft in its fleet consisting mostly of Boeing 737s.

Largest electric plane order for Bye Aerospace

OSM Aviation has awarded a huge order for commercial electric aircraft. The Norwegian company ordered 60 all-electric planes from the Colorado-based manufacturer Bye Aerospace to be used for training at its flight training centres.

The aircraft type ordered is the two-seater eFlyer 2 with Siemens propulsion, which was previously reported under its former name Sun Flyer 2. So far, Bye Aerospace says it has received a total of 298 prospective customers for its two eFlyer 2 and eFlyer 4 models, including the current order for the 60 eFlyer 2 from OSM Aviation.

Airbus and SAS Scandinavian Airlines sign hybrid and electric aircraft research agreement

Airbus has signed a Memorandum of Understanding (MoU) with SAS

Scandinavian Airlines for hybrid and electric aircraft eco-system and infrastructure requirements research. The MoU was signed by Grazia Vittadini, Chief Technology Officer, Airbus and Göran Jansson, Deputy President EVP Strategy & Ventures, Scandinavian Airlines. Collaboration will start in June 2019 and will continue until the end of 2020.

Under the MoU, Airbus and SAS Scandinavian Airlines will cooperate on a joint research project to enhance understanding of the operational and infrastructure opportunities and challenges involved with the large-scale introduction of hybrid and full electric aircraft to airlines modus operandi. The project scope includes five work packages, which focus on analysing the impact of ground infrastructure and charging on range, resources, time and availability at airports.

The collaboration also includes a

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plan to involve a renewable energy supplier to ensure genuine zero CO2 emissions operations are assessed. This multidisciplinary approach—from energy to infrastructure—aims to address the entire aircraft operations ecosystem in order to better support the aviation industry’s transition to sustainable energy.

Aircraft are roughly 80% more fuel efficient per passenger kilometer than they were 50 years ago. However, with air traffic growth estimated to more than double over the next 20 years, reducing aviation’s impact on the environment remains the aim of the industry.

To overcome this challenge, the Global Aviation Industry (ATAG) including Airbus and SAS Scandinavian Airlines have committed to achieving carbon-neutral growth for the aviation industry as a whole from 2020 onwards, cutting aviation net emissions by 50% by 2050 (compared to 2005).

This agreement further strengthens Airbus’ position in a field where it is already investing in and focusing its research efforts on developing hybrid-electric and electric propulsion technologies that promise significant environmental benefits. Airbus has already started to build a portfolio of technology demonstrators and is currently testing innovative hybrid propulsion systems, subsystems and components in order to address long-term efficiency goals for building and operating electric aircraft.

Certain 737NG and 737MAX leading edge slat tracks may have been improperly manufactured

FAA Statement 6/2/2019Boeing has informed the FAA

that certain 737NG and 737MAX leading edge slat tracks may have been improperly manufactured and may not meet all applicable regulatory

requirements for strength and durability.

Following an investigation conducted by Boeing and the FAA Certificate Management Office (CMO), we have determined that up to 148 parts manufactured by a Boeing sub-tier supplier are affected. Boeing has identified groups of both 737NG and 737MAX airplane serial numbers on which these suspect parts may have been installed. 32 NG and 33 MAX are affected in the U.S. Affected worldwide fleet are 133 NG and 179 MAX aircraft.

The affected parts may be susceptible to premature failure or cracks resulting from the improper manufacturing process. Although a complete failure of a leading edge slat track would not result in the loss of the aircraft, a risk remains that a failed part could lead to aircraft damage in fight.

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FIP’s one of the founder-members and the past president, Capt Gadgil, after retiring from Air India in 2005, has been involved in helping and training young pilots getting their Jet Pilots qualification for joining the airlines, through Jet Orientation Transition Courses since last 12 Years. The Jeet Aerospace Institute located in Pune, founded by him and Mrs Kavita Gadgil, conceptualised and got built a wholly new indigenous Twin-Jet Flight Simulator in 2007. It’s mounted on the wheels, making it uniquely “mobile’, India’s first and only such Jet pilot training platform.

It was inaugurated by the then Civil Aviation Minister Shri Praful Patel in Nov 2007. Displayed in Avia India 2008 and received it’s DGCA approval same year. It is approved for many pilot training courses like JOT, MCC and IF Trg etc and has trained over 470 pilots so far and counting!

Capt Gadgil, a ‘Fellow’ of the RAeS, London since 2006, has been awarded The Flight Simulation Medal: 2018 in an annual ceremony held in London last year. He happens to be the first Indian to have received this prestigious honour, giving India-built Jet Flight Simulator an international

Flt sim full view

RAeS Awards funtion Flt Sim Medal being given by the President RAeS 26 Nov 18 IPP_1184

Mob Flt Sim External Open View

Capt Gadgil’s India-built Flight Simulator receives International Recognition

recognition for building it and training such a large number of pilots on it.

The citation reads, in part, ..” Awarded for a significant long-term contribution, in an international context, in the field of flight simulation”

“..the achievement is an inspiring illustration of how effective low-cost simulator can be in outreach and recruitment, particularly in a region where potential growth of aviation is projected to outstrip the means of providing sufficient trained people to meet the demand”.

When contacted, he said that he does not view this as personal achievement for himself, but there is whole team who helped him build, get it approved and operate to keep going in spite of many challenges. The AASF chairperson Mrs Gadgil, the Jeet faculty and his pilot-trainees all are a part of it”.

He feels happy to share this moment with FIP members and the whole of pilot community.

He can be reached at anil@gadgil.com

Awarded ‘FLIGHT SIMULATION MEDAL: 2018, by the Royal Aeronautical Society, London

2019 |6|

Aircraft Accident Investigation- P.S. Ganapathy, Aviation Consultant

Aircraft accident investigation is a complex one and in fact it is both an art and science. Testing of aircraft parts at the laboratory and flight procedures at the simulator aftermath of an aircraft accident is a scientific process and analyzing the accident data, determining the causes logically and finally writing a report is an art.

Taking the complexity and the objective of the investigation process, ICAO has formulated guidelines in the form of Annex 13 which facilitates individual states to lay down their requirements. As per Annex 13 paragraph 3.1 the sole objective of the investigation of an accident or incident shall be the prevention of accidents and incidents. It is not the purpose of this activity to

apportion blame or liability.

The basic investigation process continues to remain the same as per the sequence given below:

• Collecting data from all available sources

• Analyzing the recorded data

• Drawing conclusions through identification of the causes

• Making recommendation for prevention of such occurrences

• Final report with all Appendixes

The purpose of this article is to highlight the following aspects of Accident Investigation and particularly to enhance the awareness of.

• Cognitive bias

• Human Factors contribution

• Validation of findings

• Recommendations

Cognitive bias: Biased means one-sided, lacking a neutral view point, or not having an open mind. A cognitive bias is a systematic pattern of deviation from norm or rationality in judgment. Individuals create their own “subjective social reality” from their perception of the input.It is indeed a systematic error in thinking that affects the decisions and judgments of people.

It has following dimensions:

i) Hindsight bias: is the inclination, after an event has occurred, to see

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the event as having been predictable, despite having been little or no objective basis for predicting it. Hindsight is not foresight.

ii) Outcome Bias: Evaluations of other’s decisions are disproportionately influenced by outcome. Many decisions are sub-optimal, but sometimes a bad decision works out and a good decision leads to disaster.

iii) Confirmation Bias is the tendency to interpret information in such a way that confirms one’s beliefs and expectations while giving disproportionately less attention to information that contradicts it.

iv) Fundamental Attrition Error/ Correspondence Bias: is the claim that in contrast to interpretations of their

own behavior, people place undue emphasis on internal characteristics of the person (character or intention), rather than external factors. It is simply estimating the influence of situations on behaviors.

Cognitive bias continues to play a major role in aerospace accidents. Much of the time, operations/maintenance personnel at the sharp end are not even aware that they are experiencing these biases and their associated effects on perception and judgment. The accident rate could be reduced through education and training to mitigate these issues. In the light of this, the training of Accident investigators should cover these issues so that they can be addressed through the formal channels following an accident investigation.

Human Factors contribution More than 70% of all aviation accidents are attributable to Human Error/ Behavior of people and it revolves around organization/task and people involved in the system. Therefore in depth examination of all human factors which involve in the interaction of Software/Environment/Hardware/ Live ware with Live ware would be extremely important to find the root cause of the occurrence.

Any mismatch of the components will lead to human error. Therefore it is important for the accident investigator to take into consideration all parts of human interaction and record the findings in the final report. Thorough human factors knowledge is fundamental for the investigating team.

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Validation of findings Human intelligence can make any theory work and therefore it is vital for the investigators to validate their “analysis” by checking all the data. The most important way to validate any scenario is to double-check all the evidences. When we have an engineering investigation done on the failures, we might consider re-interviewing witnesses. If the scenario we believe happened (based on ALL other evidences) would not have occurred without a particular component failure, it is necessary to locate that critical part and have it analyzed. It is not fair to assume because we have enough other evidences that show “it must have happened that way”.

Recommendations Recommendations should be specific and address individual cause factors.

Attempt should be made to identify short, medium, and long term solutions for EACH factor.

Generalizations on recommendations must be avoided.

Time bound At present we do not see any regulation regarding the completion of aircraft accident investigation by the investigation team though the primary objective is to complete it as expeditiously as possible. Any indefinite delay in the completion of itis definitely a source for safety risk. The expeditious

submission of the report will be a safety resource for all stakeholders to implement corrective measures which will prevent similar accident. The inordinate delay in certain cases in the past has kept the crew on ground for longer period. This will certainly affect the morale of the personnel involved.

With the current aviation technology and the facilities available, it is certainly possible to complete the investigation process in an expeditious manner. However it is my considered opinion that this process of the investigation should be completed within a time period of maximum SIX months if there is a will and can do attitude from all stakeholders. Of course there are exceptions such as MH-370 fatal accident.

Attributes of an Investigator -PICKThe person nominated to function must have the following:

• Passion

• Integrity

• Commitment

• Knowledge

ConclusionAll accidents are avoidable as they are all CAUSED. The purpose of the investigation is to find out those root causes and suggest remedial measures to prevent similar occurrences. In

order make the investigation process an EFFECTIVE one, we have to be proactive and move forward in implementing the following:

• Education and Training of investigators on Biases;

• Elimination of potentially biased thinking;

• Move beyond human error in investigation;

• Recommendations must resolve the accident cause factors;

• No preconceived notions; let evidences explain the accident;

• Verification of findings and conclusions;

• BE DISCIPLINED to complete the process in time.

In aviation parlor Excellence means NO ACCIDENT. Every accident investigation is a tool for continuous improvement of safety at it offers future accident preventive measures. Therefore it is apt to state that ACCIDENT INVESTIGATION LEADS TO SAFETY EXCELLENCE which is also arithmetically proved below:

Alphabets A,B,C------- X,Y,Z are respectively assigned numerical values 1,2,3 ----24.25.26. The sum total both the words (ACCIDENT INVESTIGATIONLEADS TO SAFETY EXCELLENCE) is 223.

SAFE - Staying Accident-Free Everywhere Safety is a State of Mind - Accidents Are an Absence of Mind

P.S.Ganapathy- Aviation Consultant (psganapthy@hotmail.com)

2019 |9|

The Royal Aero Club of India and Burma Ltd, now renamed as Aero

Club of India (ACI), was founded on 19th September 1927. The primary objective of establishing the Club was to encourage flying as a sport and to create air mindedness among the youth of the country. The main aim was the development of sport aviation and astronautical activities throughout India.

Aero Club of India has been an active member of Federation Aeronautique Internationale (FAI) since 1950.

Federation Aeronautique Internationale (FAI) is the World body governing the Aerosports recognized by them. The FAI is presently stationed in Switzerlandand was founded on 14 October 1905. Membercountries are represented in FAI by their principal National Airsport Control organisations. With more than 100 members, FAI brings together at international level representatives of all air sport disciplines.

ACI, being an Active member,represents all the disciplines practised in the country.

ACI isthe apex body for the Flying Clubs and Aero Sports organisations in India, which are engaged in General Aviation, Gliding, Skydiving, Paragliding &Hang

Aero club of India is the National air sport control organisation

Gliding, Ballooning, Microlight & Paramotors, Aeromodelling, Drones, Rotorcraft, Amateur Built Aircraft, etc.

Advent of new technologies, modern equipment and the arrival of new air sport disciplines have meant that the ACI’s sphere of involvement has broadened and continues to expand. New objectives are adopted to reflect

developments in society and in the aspirations of those who practice air sports.

History of ACI:The Aero Club of India (ACI), then known as Royal Aero Club of India and Burma Ltd., was inaugurated in the year 1927,along with Directorate of Civil Aviation (DCA). Since its inception and till independence (1927-1947) the DCA and Aero Club worked in close cooperation.

The Club functioned as a branch of the Royal Aero Club of Great Britain till Independence. In fact, the Constitution of the Club was drawn up along the

lines of the Royal Aero Club of Great Britain. During the World War II (1939-1945) the activities of the club were practically suspended.

The Club was affiliated to the Royal Aero Club as well as to the Societe Aviation Internationale.

The Early Years:The Aero Club was responsible for quite a few of the present day regulatory matters such as issue of Aviation Certificates which is equivalent to the present day Pilot License. The Aviators’ Certificateswere issued by ACI up to 1949. In all 746 Aviators’ Certificates were issued.

To mention a few were:-• Certificate No. 1 inFeb 1929 to “JRD

Tata, Nationality- British”- First Certificate.

• Certificate No. 5 in March 1929 to “BhagatBeharilal-”,– First Indian National.

• Certificate No. 11 May 1929 to “MsSylla Petit- Nationality British”, - First lady

2019 |10|

• Certificate No. 97 in May 1930 to “Mrs U.K. Parekh-” – First Indian lady.

ACI has actively participated by providing support and facilities to the notable air races between England and Australia. It was the authority to issue carnets and obtain diplomatic permits for certain countries.The Aero Club was also authorised to issue licenses for arms, cameras and wireless. It was the recognised body to supervise and issue regulations for Flying Meets and to take official records of test flights in the country.

Leadership Legacy:The Aero Club functioned as a branch of the Royal Aero Club of Great Britain till independence. It has been headed and patronised by the heads of Government of India and has always enjoyed official support and patronage since its inception.

• Sir Victor Sasoon, a noted industrial magnate and philanthropist, was the prime motivator in the formation of the Club.

• The Viceroy of India and Burma was its Patron-in-Chief.

• The Commander-in-chief of India was the President of the club.

• The Director General of Posts and Telegraphs was the Vice President of the club.

After India became independent in 1947, the Club was re-constituted as the Aero Club of India Ltd.

• Pandit Jawaharlal Nehru, the then Prime Minister of India became its first President from 1948 to 1957.

• Pandit Hirday NathKunzru, Member Constituent Assembly of India was Vice President.

In 1984 Capt Rajiv Gandhi became its President and continued to be its President till he assumed the office of the Prime Minister of India.

Currently Capt Rajiv Pratap Rudy, Member of Parliament is the President of Aero Club of Indiaand

Shri Milind Mahajan is the Vice-President.

There are many individuals who have made a mark in Aerosports in the country as well as at International levels. Many of its members have been conferred with National Awards for achieving, distinction in Aero Sports as depicted in the Hall of Fame Section of the ACI webstie www.aeroclubofindia.com.

2019 |11|

Anxious? Read onOccasional anxiety is an

expected part of life. You might feel anxious when faced

with a problem at work, before taking a test, or before making an important decision. But anxiety disorders involve more than temporary worry or fear. For a person with an anxiety disorder, the anxiety does not go away and can get worse over time. The symptoms can interfere with daily activities such as job performance, school work, and relationships.

There are several types of anxiety disorders, including generalized anxiety disorder, panic disorder, and various phobia-related disorders.

Signs and SymptomsGeneralized Anxiety DisorderPeople with generalized anxiety disorder (GAD) display excessive anxiety or worry, most days for at least 6 months, about a number of things such as personal health, work, social interactions, and everyday routine life circumstances. The fear and anxiety can cause significant problems in areas of their life, such as social interactions, school, and work.

Generalized anxiety disorder symptoms include:

• Feeling restless, wound-up, or on-edge

• Being easily fatigued

• Having difficulty concentrating; mind going blank

• Being irritable

• Having muscle tension

• Difficulty controlling feelings of worry

• Having sleep problems, such as difficulty falling or staying asleep, restlessness, or unsatisfying sleep

Panic DisorderPeople with panic disorder have recurrent unexpected panic attacks. Panic attacks are sudden periods of intense fear that come on quickly and reach their peak within minutes. Attacks can occur unexpectedly or can be brought on by a trigger, such as a feared object or situation.

During a panic attack, people may experience:

• Heart palpitations, a pounding heartbeat, or an accelerated heartrate

• Sweating

• Trembling or shaking

• Sensations of shortness of breath, smothering, or choking

• Feelings of impending doom

• Feelings of being out of control

People with panic disorder often worry about when the next attack will happen and actively try to prevent future attacks by avoiding places, situations, or behaviors they associate with panic attacks. Worry about panic attacks, and the effort spent trying to avoid attacks, cause significant problems in various areas of the person’s life, including the development of agoraphobia.

Phobia-related disordersA phobia is an intense fear of—or aversion to—specific objects or situations. Although it can be realistic to be anxious in some circumstances, the fear people with phobias feel is out of proportion to the actual danger caused by the situation or object.

People with a phobia:• May have an irrational or excessive

worry about encountering the feared object or situation

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• Take active steps to avoid the feared object or situation

• Experience immediate intense anxiety upon encountering the feared object or situation

• Endure unavoidable objects and situations with intense anxiety

There are several types of phobias and phobia-related disorders:

Social anxiety disorder (previously called social phobia): People with social anxiety disorder have a general intense fear of, or anxiety toward, social or performance situations. They worry that actions or behaviors associated with their anxiety will be negatively evaluated by others, leading them to feel embarrassed. This worry often causes people with social anxiety to avoid social situations. Social anxiety disorder can manifest in a range of situations, such as within the workplace or the school environment.

Risk FactorsResearchers are finding that both genetic and environmental factors contribute to the risk of developing an anxiety disorder. Although the risk factors for each type of anxiety disorder can vary, some general risk factors for all types of anxiety disorders include:

• Temperamental traits of shyness or behavioral inhibition in childhood

• Exposure to stressful and negative life or environmental events in early childhood or adulthood

• A history of anxiety or other mental illnesses in biological relatives

Some physical health conditions, such as thyroid problems or heart arrhythmias, or caffeine or other substances/medications, can produce or aggravate anxiety symptoms; a physical health examination is helpful in the evaluation of a possible anxiety disorder.

Treatments and TherapiesAnxiety disorders are generally treated with psychotherapy, medication, or both. There are many ways to treat anxiety and people should work with their doctor to choose the treatment that is best for them.

PsychotherapyPsychotherapy or “talk therapy” can help people with anxiety disorders. To be effective, psychotherapy must be directed at the person’s specific anxieties and tailored to his or her needs.

Cognitive Behavioral TherapyCognitive Behavioral Therapy (CBT) is an example of one type of psychotherapy that can help people with anxiety disorders. It teaches people different ways of thinking, behaving, and reacting to anxiety-producing and fearful objects and situations. CBT can also help people learn and practice social skills, which is vital for treating social anxiety disorder.

Cognitive therapy and exposure therapy are two CBT methods that are often used, together or by themselves, to treat social anxiety disorder. Cognitive therapy focuses on identifying, challenging, and then neutralizing unhelpful or distorted thoughts underlying anxiety disorders. Exposure therapy focuses on confronting the fears underlying an anxiety disorder to help people engage in activities they have been avoiding. Exposure therapy is sometimes used along with relaxation exercises and/or imagery.

CBT can be conducted individually or with a group of people who have similar difficulties. Often “homework” is assigned for participants to complete between sessions.

MedicationMedication does not cure anxiety

disorders but can help relieve symptoms. Medication for anxiety is prescribed by doctors, such as a psychiatrist or primary care provider. Some states also allow psychologists who have received specialized training to prescribe psychiatric medications. The most common classes of medications used to combat anxiety disorders are anti-anxiety drugs (such as benzodiazepines), antidepressants, and beta-blockers.

Support GroupsSome people with anxiety disorders might benefit from joining a self-help or support group and sharing their problems and achievements with others. Internet chat rooms might also be useful, but any advice received over the internet should be used with caution, as Internet acquaintances have usually never seen each other and what has helped one person is not necessarily what is best for another. You should always check with your doctor before following any treatment advice found on the internet. Talking with a trusted friend or member of the clergy can also provide support, but it is not necessarily a sufficient alternative to care from a doctor or other health professional.

Stress Management TechniquesStress management techniques and meditation can help people with anxiety disorders calm themselves and may enhance the effects of therapy. Research suggests that aerobic exercise can help some people manage their anxiety; however, exercise should not take the place of standard care and more research is needed.

Based on the material available from the National Institute of Mental Health US. www.nimh.nih.gov.

2019 |13|

Stopping smoking is good for your mental health. We all know that stopping smoking improves your physical health. But it’s also proven to boost your mental health and wellbeing: it can improve mood and help relieve stress, anxiety and depression.

Smoking, anxiety and moodMost smokers say they want to stop, but some continue because smoking seems to relieve stress and anxiety. It’s a common belief that smoking helps you relax. But smoking actually increases anxiety and tension. Smokers are also more likely than non-smokers to develop depression over time.

Why it feels like smoking helps us relaxSmoking cigarettes interferes with certain chemicals in the brain. When smokers haven’t had a cigarette for

a while, the craving for another one makes them feel irritable and anxious. These feelings can be temporarily relieved when they light up a cigarette. So smokers associate the improved mood with smoking. In fact, it’s the effects of smoking itself that’s likely to have caused the anxiety in the first place.

The mental health benefits of quitting smokingWhen people stop smoking, studies show anxiety, depression and stress levels are lower; quality of life and positive mood improve. The dosage of some medicines used to treat mental health problems can be reduced.

Smokers with mental health problemsPeople with mental health problems, including anxiety, depression or schizophrenia: are much more likely to smoke than the general population. They also tend to smoke more heavily and die

on average 10 to 20 years earlier than those who don’t experience mental health problems – smoking plays a major role in this difference in life expectancy

Smokers also need higher doses of some antipsychotic medicines and antidepressants because smoking interferes with the way these medicines work

Stopping smoking can be as effective as antidepressants

People with mental health problems are likely to feel much calmer and more positive, and have a better quality of life, after giving up smoking. Evidence suggests the beneficial effect of stopping smoking on symptoms of anxiety and depression can equal that of taking antidepressants.

Based on the material available from the NHS UK.

2019 |14|

MiG 21: Love her OR Hate her ?by - AniI Goyal. Airline Pilot, former Military Pilot and Experimental Test Pilot

The most widely produced supersonic jet fighter of all time; the MiG-21 (Western reporting

name Fishbed) is an incredibly prolific aircraft. Dated but nimble, it has allowed skilled pilots in past decades to defeat more advanced aircraft. Though its days look to be numbered. To me it does not. I think it will continue to live in heart of pilots and adversaries alike for decades to come.

Single seat, single engine, supersonic, all weather, day night capable, jet fighter aircraft produced by the Mikoyan-Gurevich Design Bureau was an improvement on prior generations of the MiG-17 and MiG-19.

The MiG-21 holds the record for the most-produced jet aircraft. More than 10000 units were produced (counting Chinese production).

air combat. More recently we have witnessed the use of the MiG-21 by the Syrian government Air Force to fight rebel targets and to also destroy ISIS on the ground in the Syrian Civil War of the second decade of the 21st century.

Despite technological improvements to the avionics deck, most modem third and fourth generation fighters could not surpass the MiG-21 in terms of speed. While they have advanced systems for detection, evasion, and targeting, they cannot outrush or outmaneuver this aircraft. In addition it had unprecedented versatility (multirole capability) which is unparalleled to my mind. In simple words it could accomplish roles of fighter, interceptor or serve as a tactical bomber in a ground attack role by carrying rockets and bombs.

MiG 21 SpecificationsParameter ValueHeight 13 feet 6 inches (4 m)Length 47 feet 7 inches (14.5 m)Wingspan 23 feet 6 inches (7.154 m)Empty Weight 12,880 Ibs. (5,846 kg)Loaded 19,425 Ibs. (8,825 kg) WeightMaximum 1,351.48 mph (2, 175 km/h, Speed Mach 2.0Range 751 miles (1,210 km) off of internal fuel ServiceCeiling 58,400 feet (17,800 mCrew 1

Unique AdvantageThe MiG-21 first saw widespread military action against the F4 Phantom of the USAF during the Vietnam War. Its speed and maneuvering capabilities made it a very formidable foe for the United States Air Force in air to

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Cheap But Reliable.Since its first flight, it has been extensively sold to air forces around the world. Though it doesn’t possess the electronic warfare capability, modem avionics suite or weapon capability it has proven to be reliable, rugged and offers versatile platform to take on jets in air, and also attack ground positions. For most developing countries, they may not simply want the most technological advanced aircraft, but one which simply works. The MiG-21 fits the bill.

What I learned.Success is no accident. It is hard work perseverance, learning, studying, sacrificing and most of all, love of what you are doing or learning to do.

MiG 21 was the first fighter aircraft that I got a chance to fly. The rules were made very clear to us before we were allowed to sit in the cockpit. I studied ‘Pilot Notes’ and paid attention to minutest of details. Here I would specially like to mention that these books were literal translation from Russian to English and very difficult to comprehend. We mastered understanding Russian English. SOPS (standard operating procedures) and briefing guides were savior but we kept reading and studying pilot notes like Bible.

Initially the aircraft, its cockpit look

menacing to me. To make the matter worse, half the switch labels in cockpit were in Russian. The switches were thrown without any ergonomic thought to them. It was common joke that western aircraft were designed around the pilot, while Russians first designed the aircraft and then found place to fit the pilot. We spent countless hours trying to master checks, procedures and emergencies (non normal situations).

Nothing could have prepared me for the first fighter ride. We had no help, no simulators or cockpit mockup. The roar of engine, the kick of reheat and all the preparation evaporated in thin air. Realizing the gap between where I was and where I need to be, I felt confident that I could fill the gap. Or did I have any other choice?

Soon learned the trick to land the aircraft at speed which were equal to VMO of previous aircraft. Our limbs grew to become the landing gears and this new perception assisted in landing though a very scary idea. To us it seemed, the pitot tube was a gift which we had to point on threshold for the approach to landing.

There is no substitute for hard work. Never stop believing. Never stop fighting.

With the most rudimentary navigation system, flying at low levels, I soon

learned to make good target on time. We devised ways to fly more accurately than what our instruments could tell us. The least count of ASI at tactical speed was 50 Kmph, while altimeter was reading sub zero due to large position errors and compass reading was accurate to 2 deg only.

Automatic Direction Finder (ADF) was the most advanced navigation system we had onboard. I learned to prepare and read map. Every line was carefully drawn. Distances and angles were cautiously measured; attention was paid to every detail of map. This was our own ‘moving thumb map display’ during night where thumb kept denoting our present position on map. The Russian stop was incredibly amazing which could be misread at all the times due to its presentation and location. It could throw your immaculate planning out of balance at low level.

Taking aim with gyro gun sight required dexterity and practice which we soon mastered. We mastered gyro gun sights to achieve direct hits.

We learned Radar work form non-existent radar. I relied more on our eyes to detect targets than on radar. I learned to sneak in from blind quarters and make a quick exit after attack. Yes, we believed we could shoot an ASF

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(air superiority fighter) for that we did fly low and fast. Bingo! We thought we were invincible.

Self belief and hard work will always earn you success.This simple machine MiG 21 could get all these tasks executed by us with perfection. No wonder we all love her. In the young formative years I got chance to master shooting guns, dive bombing, defending and intercepting. Opportunity to learn from perspective of defender as well as aggressor and finally realising both means the same.

The Mug 2lcockpit was pressurized and air-.conditioned. However, temperature controls were designed for Russian winter conditions only. For Indian pilot it meant hot, hotter and hottest conditions only. Heat cramps and exhaustion were common amongst pilots and we took pride in walking back to flight complex with overall zip open till crotch. Those days there were no woman fighter pilots.

The aircraft turnaround time was less than 40 minutes for most of the missions. It was rugged and reliable machine. It took only two minutes to start and taxi out the aircraft. This gave us another advantage when compared

with other Gen 3/4 aircraft fighter pilots on base. We would finish out days task in half the time they took.

“Kick the tyre and light the fire.” Summed up the actual time from external check to take off.

In between nights, there was no time for long lengthy debriefs. It was just adequate for hot debrief, grab a sandwich and standing brief for next mission and march back to aircraft. It did not give us time to unzip our ‘g’ suits also.

Simplicity to its coreThe ejection seat was as uncomfortable as could be and that is the reason for short endurance of MiG 21 or we were told. The shortest flight for me with mission accomplished (1 Vs 1) just lasted for 12 min from wheels up to touch down. I would go around boasting about this for months. I am sure there are thousands more who have done it in lesser than this.

Short and sweet like teenage love.While operating against bigger and advanced fighter MiG 21 did not offer us any protection against high ‘g’ maneuvers. We soon discovered we could increase ‘g’ suit pressure to

Maximum and select 100% Oxygen for delaying the onset of graying leading to black out.

The only respectable thing MIG design bureau did after designing MIG 21, was to make the trainer even more uncomfortable and short on endurance. The trainer went ‘Thirsty’ after unstick when compared with fighter. The rear pilot was sitting in a cocoon without any external visual references making the job even tougher for them.

Even this short endurance was enough to give us sleepless nights when it was time for quarterly instrument Flying (IF) sortie on MIG 21 trainer. The best of jocky remained disoriented for days after the flight due to hood which was used for simulation. It was always a celebration time when the trainer was unserviceable or hood was not available which were rare occasions.

Out of all the difficult jobs around the world, the hardest was to be an instructor on MiG-21.

Our instructors were noble. They inspired hope, ignited imagination and instilled love of learning. They not only demonstrated the toughest of maneuver with ease and comfort but shared their experience and wisdom also.

We were aware of all the odds pitted against us. We prepared meticulously for that eventuality because we knew we would get only one chance to come out safely form such a situation. Safety was paramount.

There are many more tricks which I am sure all MiG 21 pilots would like to share and it can fill up volumes of Encyclopedia and Fighter tactics.

I love what I did.I think of myself to be extremely lucky and fortunate person to be part of this journey.

Be safe. Happy landing.

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Importance of Non-Technical (NOTEC) Skills in Aviation

It is a well-established fact that Air Transportation is the safest form of transport in the carriage of

passengers and goods. The truth of this statement can be seen with the comparison of accident statistics of civil aviation and surface transport. The monthly figures of fatal accidents of one country on the automobile sector are far exceedingly more that the annual GLOBAL figure of the entire civil aviation industry.It is because of the stringent Civil Aviation Regulationsand rigorous initial/recurrent training of front line operations personnel such pilots/engineers/ cabin crew etc.

As human error has been identified as the major causes of all accidents (70%) in aviation, considerable emphasis has been placed on the enhancement of human performance through Crew Resource Management (CRM) training both initial /recurrent for all operational personnel over the last 3

by P.S.Ganapathy, Aviation Consultant

decades. No doubt in this CRM training Non-Technical Skills such as Situation Awareness, Teamwork, Threat & Error Management, Communication and Decision Making are intensively covered on a regular basis as per the Regulatory requirements.

In spite of this training some of the front line operations personnel continue to dilute the importance of those NOTECH areas deliberately thereby contributing to unsafe situations. We also see an increase in the friction of crew members contributing to disharmony in the cockpit and cabin. The above tendencies are due to personal factors of the individuals and certainly no amount of training can change the individual’s personal ego and attitude. What is more important is the synergy in the cockpit and cabin. Real synergy can only be achieved through harmonious relationshipin the working environment.

The only workable solution is CHANGE by concerned individual to adopt the philosophy of SAFETYin his / her working environment on a 24 by 7 basis. What is that SAFETYphilosophy?Self-DisciplineAttitudeFaith Excellence Teamwork Yes to Compliance

If everyone working in the organization imbibes this philosophy of SAFETY, it will surely promote excellent working relationship contributing to harmony and efficiency.

1. SELF-DISCIPLINEIt is the ability to control one’s feelings and overcome one’s weaknesses. It often causes some discomfort and resistance, due to the erroneous notion that it is something unpleasant, difficult

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to attain, and which requires a lot of effort and sacrifice. Actually, exercising and attaining self-discipline can be fun, does not require strenuous efforts, and the benefits are great.

Self-discipline enables us to exercise moderation in what we do, become more patient, tolerant, understanding and considerate. In addition, it helps us to withstand external pressure and influence.It is the Number One Trait that is vital to accomplish the GOAL.

Attitude Remember our ATTITUDE is either the lock or key to success. It depends on the individual to make it or break it. Positive attitude is a key to SUCCESS. In aviation parlor following HazardousAttitudes constitute to Danger and hence develop Safe Attitudes which are the antidotes.

It is always important for seniors to listen to the inputs provided by their subordinates and this will promote open communication which is imperative for building relationship. Under any circumstances our attitudes should never display any sign of Anger and Arrogance. Be always cordial and friendly without compromising discipline.

Faith Faith is nothing but complete trust or confidence in following the guidelines. In aviation it is important

for all concerned operations personnel particularly frontline to have Absolute Faith in Rules/Regulations/Standard Operating Procedures and strictly adhere to the same in the interest of safety and efficiency.

Consider FAITH as a Law and abide by it. It is important to know the big difference between inspired action and activity. Activity comes from the brain-mind and is rooted in disbelief and lack of faith - you are taking action to “make” your desire happen. Inspired action is allowing the law to work through us and to move us.

One of the greatest weaknesses in most of us is our lack of faith in ourselves. One of our common failings is to depreciate our tremendous worth

It is also true that there is but one cause of human failure. And that is man’s lack of faith in his true Self. Therefore have FAITH in yourself while performing your duties.

2. EXCELLENCE Excellence means greatness — the very best. Achieving excellence is never easy to do. Excellence is a quality that people really appreciate, because it manifests

the state of possessing good qualities and it’s so hard to find.

Excellence in a working environment consists of the following:• Empathy• X-raying one’s own mistakes/ wea

nesses • Continuous improvement• Executing the tasks with passion • Learning from errors and experience• Loyalty • Efficient communication • Nice and friendly • Celebrating colleague’s success• Endeavoring to do better

In simple terms we can conclude that Excellence is not a SKILL but an ATTITUDE. Once we put our efforts towards achieving excellence in what we do, we can expect positive and great results for our actions. The will to win, the desire to succeed and the urge to reach to our full potential are the keys to personal excellence.

Teamwork Teamwork is the ability to work together towards a common goal.It is always important to remember that successful operation of a flight is TEAMWORK

Hazardous Attitude Antidote Anti-Authority: Follow the rules. Don’t Tell Me They are usually right

Impulsivity: Do Not so fast: Something Quickly Think First

Invulnerability: It It Could happen wont happen to me to me

Macho: I can do it Taking Chances is foolish

Resignation: I am not helpless. What’s the use I can make a difference

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and certainly not an individual effort. Teamwork brings synergy which is a key to RELATIONSHIP. Unless cordial relations exist amongst personnel working in the aviation sector such as Cockpit crew, Cabin Crew, Engineers, Ground staff, Passengers, Security staff etc, efficiency cannot be achieved in the operation of flight. Further people working in an organization must also be proficient in SOFT skills such as handling difficult situations, conflict management, patience and tolerance.

Once we join the organization, all are one and each one becomes a member of the same organization family and Together Each Accomplishes More.

TEAMWORK promotes the following:

Togetherness

Establishes rapport

Active participation and involvement

Makes members to concentrate on WHAT is Right, not WHO is Right

Willingness to listen

Open communication

Resource utilization

Knowledge sharing for improvement

Remember “SAFETY is a SHARED responsibility” and “Talent wins games, but TEAMWORK wins hampionships.”

3. YES TO COMPLIANCE Every rule/regulation and procedure is formulated with the sole purpose of compliance. Non-compliance of the rule automatically becomes a VIOLATION which should always be avoided in the interest of SAFETY. There is no teaching mechanism for educating the individuals for not violating the rules. The concept of compliance must come within as a habit.

For instance there are several regulations to ensure STERILE COCKPIT and Crew Members requirement at their stations such as the following:

a) The concept of ensuring that no flight crew members are distracted in the cockpit in any manner during critical phases of flight in the interest of safety is termed as Sterile Cockpit.

b) During take-off and landing each flight crew member required to be on flight deck duty shall be at his station

c) During all other phases of flight each flight crew member required to be on flight deck duty shall remain at his station unless his absence is necessary for the performance of his duties in connection with the operation, or for physiological needs provided at least one suitably qualified pilot remains at the controls of the aircraft at all times.

d) When one flight crew member is away due to above reasons, it is to be ensured that one other crew member is in the cockpit till the flight crew member returns to the cockpit.

e) When a pilot vacates a control seat and leaves the flight deck for any reason, the remaining pilot shall ensure that he maintains unobstructed access to the flight controls and alertness and situational awareness at all times

f) Civil Aviation Regulations prohibit flight crew members from performing any duties during critical phases of flight except those duties

required for the safe operation

g) Flight crew members shall ensure that they do not vacate an aircraft control seat below 10000 feet (AFE/AAL) for the purpose of transferring duties to another flight crew member

h) Meals, tea or coffee etc should normally be taken separately, so that one pilot can keep watch until the other is ready, thus maintaining an adequate lookout at all times

The compliance of the above on each flight requires no special training except reemphasizing the importance through documentation. Crew members realize the importance of the above guidelines when any one of them is not complied with resulting in an incident or occurrence. Under no circumstances crew members should await such occurrences to get the trust for compliance.

Every instruction listed above is based on the accident investigation reports and therefore it is to be strictly followed on every flight without exception as SAFETY is a CONTINUOUS JOURNEY without DESTINATION.

The Author, P.S.Ganapathy is an Aviation Consultant and can be reached at psganapathy@hotmail.com

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The Truth in numbers They say numbers don’t lie. By arithmetically assigning respective values 1,2,3 ----26 to Alphabets A,B,C--------Z, we let the numbers speak. The results clearly establish the link between attitude and outcomes.

It is that RELATIONSHIP which ALWAYS WINS

It is that RELATIONSHIP which ALWAYS WINS

R E L A T I O N S H I P Total 18 5 12 1 20 9 15 14 19 8 9 16 146 A L W A Y S W I N S Total 1 12 23 1 25 19 + 23 9 14 19 146

SELF-DISCIPLINE leads to GOOD BEHAVIOR and RIGHT CONDUCT as proved below:

S E L F D I S C I P L I N E Total 19 5 12 6 4 9 19 3 9 16 12 9 14 5 142

G O O D B E H A V I O U R Total R I G H T C O N D U C T 7 15 15 4 2 5 8 1 22 9 15 21 18 142 18 9 7 8 20 3 15 14 4 21 3 20

ATTITUDE should always be positive and 100 % as proved below arithmetically.

A T T I T U D E Total 1 20 20 9 20 21 4 5 100

It is ABSOLUTE FAITH that DRIVES ACTION towards the achievement of the set goal as proved below:

A B S O L U T E F A I T H Total D R I V E S A C T I O N 1 2 19 15 12 21 20 5 6 1 9 20 8 139 4 18 9 22 5 19 1 3 20 9 15 14

In aviation if we practice EXCELLENCE, we can ensure “NO ACCIDENT” as proved below:

E X C E L L E N C E Total N O A C C I D E N T 5 24 3 5 12 12 5 14 3 5 88 14 15 + 1 3 3 9 4 5 14 20

TEAMWORK brings HIGH ENERGY to enhance human performance as proved below: T E A M W O R K Total H I G H E N E R G Y 20 5 1 13 23 15 18 11 106 8 9 7 8 + 5 14 5 18 7 25

YES TO COMPLIANCE for rules and regulations is VITAL TO SAFETY as proved below:

Y E S T O C O M P L I A N C E Total 25 5 19 + 20 15 + 3 15 13 16 12 9 1 14 3 5 175

V I T A L T O S A F E T Y Total 22 9 20 1 12 + 20 15 + 19 1 6 5 20 25 175

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On July 7, 2017, about 2356 Pacific daylight time (PDT), Air Canada

flight 759 (ACA759), an Airbus A320-211, Canadian registration C-FKCK, was cleared to land on runway 28R at San Francisco International Airport (SFO), San Francisco, California, but instead lined up with parallel taxiway C. Four air carrier airplanes (a Boeing 787, an Airbus A340, another Boeing 787, and a Boeing 737) were on taxiway C awaiting clearance to take off from runway 28R. The incident airplane descended to an altitude of 100 ft above ground level (agl) and overflew the first airplane on the taxiway.

The incident flight crew initiated a go-around, and the airplane reached a minimum altitude of about 60 ft and overflew the second airplane on the taxiway before starting to climb. None of the 5 flight crewmembers and 135 passengers aboard the incident airplane were injured, and the incident airplane was not damaged.

The incident flight was operated by Air Canada under Title 14 Code of Federal Regulations (CFR) Part 129 as an international scheduled passenger

flight from Toronto/Lester B. Pearson International Airport (YYZ), Toronto, Canada. An instrument flight rules (IFR) flight plan had been filed. Night visual meteorological conditions (VMC) prevailed at the time of the incident.

The captain and the first officer reported for duty about 1640 and 1610, respectively. They met at the gate and discussed that the flight’s departure would be delayed because the airplane to be used for the flight would be arriving at YYZ late (due to weather in the Toronto area).5 They also discussed the expected weather en route and reviewed the flight release (also referred to as a dispatch release), which contained pertinent information for the flight, including notice to airmen (NOTAM) information for SFO.

One of the NOTAMs in the dispatch release indicated that runway 28L would be closed from 2300 that night to 0800 the next morning. During post incident interviews, both flight crewmembers provided different accounts regarding their awareness of the runway closure. During interviews about 1 week after the incident, the captain stated that he

saw the NOTAM about the runway 28L closure in the flight release, and the first officer stated that he did a “quick scan” of the NOTAMs in the flight release but could not recall whether he had seen the runway 28L closure NOTAM and whether he and the captain had discussed the closure information at the gate. The first officer also stated that he realized, after the incident flight landed, that runway 28L had been closed. During an interview about 1 month after the incident, the captain stated that he and the first officer had discussed the runway 28L closure while at YYZ but that they did not place much emphasis on that information because, at that time, the flight was scheduled to land at SFO before the runway would be closed. (The National Transportation Safety Board [NTSB] notes that the flight was originally scheduled to land at SFO at 2303, 3 minutes after runway 28L was scheduled to be closed.)

The airplane pushed back from the gate at YYZ at 1825 (2125 EDT), 30 minutes later than originally scheduled. The captain was the pilot flying, and the first officer was the pilot monitoring. Flight data recorder (FDR) data showed

Seconds from Disaster: ACA 759

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that the throttles were advanced to the takeoff power setting about 1858 (2158 EDT) and that the autopilot was engaged shortly after takeoff and remained engaged until just before the final approach to SFO. The flight crewmembers reported that the departure, climb, cruise, and descent phases of flight were uneventful except for an area of thunderstorms about midway through the flight. The crewmembers also reported that they started to feel tired just after they navigated through the thunderstorms, which radar data indicated was about 2145 (0045 EDT).

Before the airplane began its descent into the terminal area, the

first officer obtained automatic terminal information service (ATIS) information Quebec via the airplane’s aircraft communication addressing and reporting system (ACARS) and printed the information. (Air Canada records indicated that, about 2321, the airplane was sent the ACARS message with the ATIS information.) Among other things, ATIS information Quebec indicated, “Quiet Bridge visual approach in use,” “landing runway 28R,” and “NOTAMS…runways 28L, 10R closed.” (SFO lighting logs indicated that the lights on runway 28L were turned off about 2312.) ATIS information Quebec also indicated that the runway 28L approach lighting

system and the runway 28L/10R centerline lights were out of service. During post incident interviews, the flight crewmembers recalled reviewing ATIS information Quebec but could not recall whether they saw the ATIS-reported information about the runway 28L closure.

ATIS information Quebec also included weather information. Given this information and the reported landing runway in use, the captain briefed Air Canada’s Flight Management System (FMS) Bridge visual approach procedure to SFO runway 28R.11 The FMS Bridge visual approach to runway 28R, coded as the area navigation (RNAV) 28R approach,

was a commercial airline overlay chart (a Jeppesen chart customized for Air Canada) based on the Quiet Bridge visual approach procedure to runway 28R.

Air Canada’s FMS Bridge visual approach procedure to runway 28R required pilots of Airbus A319/A320/A321 airplanes to manually enter (tune) the instrument landing system (ILS) frequency into the airplane’s flight management computer (FMC) to provide backup lateral guidance (via the localizer) to the runway.13 The FMS Bridge visual approach to runway 28R was the only approach in Air Canada’s Airbus A320 database that required manual tuning for a navigational aid.14

As part of his pilot monitoring duties, the first officer would have used the multifunction control and display unit (MCDU) to program required settings, but he did not enter the ILS frequency into the radio/navigation page. The first officer reported, during a post incident interview, that he “must have missed” the radio/navigation page and was unsure how that could have happened. Also, the captain did not verify, during the approach briefing, that the ILS frequency had been entered, and neither flight crewmember noticed that the ILS frequency was not shown on the primary flight displays (PFD). FDR data showed that the ILS frequency was not tuned and that no frequency had been entered.

As part of the approach briefing, Air Canada’s procedures required the flight crew to discuss any threats associated with the approach. The captain stated that they discussed as threats the nighttime landing, the traffic, and the busy airspace. The captain also reported that he and the first officer discussed that “it was getting late” and that they would need to “keep an eye on each other.” The first officer stated that the threats were the mountainous terrain, the night time conditions, and both flight crewmembers’ alertness. The captain and the first officer could not recall whether they discussed the runway 28L closure during the approach briefing.

FDR data showed that, about 23:24, the selected altitude for the autopilot changed from the cruise altitude (flight level 360) to 8,000 ft mean sea level (msl), which was the crossing altitude for the first waypoint on the approach. When the airplane began its descent about 23:27, the autopilot lateral navigation mode remained as “NAV [navigation],” and the vertical navigation mode changed to “DES [descent].” According to Airbus, this configuration was consistent with the autopilot operating in a managed descent profile.

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According to air traffic control (ATC) voice recordings, at 23:30:42, the flight crew checked in with the Northern California terminal radar approach control (NCT) approach controller on the DYAMD 3 (RNAV) standard terminal arrival route to SFO.17 At that time, the airplane was descending from an altitude of 27,000 ft msl.

After the flight crew’s initial contact with NCT, the controller issued instructions to join the FMS Bridge visual approach to runway 28R after reaching the final waypoint on the standard terminal arrival route. FDR data showed that, as the airplane descended through an altitude of about 14,500 ft msl at 23:36:30, the altitude selected parameter changed to 10,944 ft msl. At 23:38:01, the autopilot lateral navigation mode changed from “NAV” to “HDG [heading]” with no recorded corresponding change in the vertical navigation mode. According to Airbus, this configuration and the change in selected altitude were consistent with the autopilot operating in an open descent profile. The flight crewmembers did not discuss the descent mode during the approach briefing, but the first officer reported, during a post incident interview, that he perceived that the descent mode had switched from a managed to an open descent. The first officer also stated that he was uncomfortable with the approach being flown in the open descent mode and that he did not say anything to the captain because the procedure was allowed.

At 23:46:08, the controller instructed ACA759 to turn right direct to the TRDOW waypoint and join the FMS Bridge visual approach to runway 28R, and the flight crew acknowledged this instruction.

At 23:46:19, the controller asked the crewmembers if they had the airport or bridges in sight; the flight crew replied that the bridges were in sight.

At 23:46:30, the controller cleared the airplane for the approach and, at 23:50:48, instructed the flight crew to contact the SFO air traffic control tower (ATCT).

At 23:51:07, the flight crew contacted the SFO ATCT and advised that the airplane was on the FMS Bridge visual approach to runway 28R. Four seconds later, the tower controller issued a landing clearance for runway 28R. The flight crew acknowledged the landing clearance at 23:51:18. FDR data showed that the landing gear was selected to the down position at 23:52:46.

Air Canada’s FMS Bridge visual approach procedure to runway 28R indicated that pilots of Airbus A319/A320/A321 airplanes were to do the following: “at or before F101D [the final waypoint on the approach], disengage autopilot and continue as per Visual Approaches [standard operating procedures].” FDR data showed that the autopilot was disconnected at 23:53:28 when the airplane was at an altitude of 1,300 ft and that the flight directors

were disengaged at 23:54:02 when the airplane was at an altitude of 1,200 ft. The airplane passed F101D at 23:54:28, when the airplane was at an altitude of about 1,100 ft, and the captain made the required 14° right turn to align the airplane with runway 28R but instead aligned the airplane with taxiway C.

During a post incident interview, the first officer reported that, during the approach, he was looking inside the cockpit to accomplish his tasks as the pilot monitoring. For example, after the autopilot was disconnected, the first officer set the missed approach altitude and heading in case a missed approach was necessary; the first officer stated that he had to look at the approach chart to obtain that information. Also, the first officer reported that the captain had asked him to set the heading bug (indicator) to the runway heading. The first officer stated that he had difficulty finding the heading information on the approach chart, so he had to reference the airport chart. The captain reported that he saw lights across what he thought

2019 |24|

was the runway 28R surface. The captain asked the first officer to find out whether the runway was clear, at which time the first officer looked outside the cockpit. The first officer stated that the captain’s request occurred between the time that the airplane passed F101D (at an altitude of about 1,100 ft) and the time that the airplane descended to an altitude of 600 ft.

The ATC voice recording indicated that, at 23:55:45, the flight crew made the following transmission to the controller: “Just want to confirm, this is Air Canada seven five nine, we see some lights on the runway there, across the runway. Can you confirm we’re cleared to land?” At that time, the airplane was passing through an altitude of 300 ft. During a post incident interview, the controller stated that, just before the query about the status of runway 28R, he had visually scanned the runways from the departure to approach ends. The controller also stated that, in response to the query, he checked the radar display and the airport surface surveillance capability (ASSC) display and then rescanned runway 28R. Regarding the ASSC display, the controller reported that he saw the ACA759 data symbol just to the right of the runway centerline, which he stated was normal for the FMS Bridge visual approach to runway 28R.

At 23:55:52, 1 second after the flight crew completed its transmission, the controller replied, “Air Canada seven five nine confirmed cleared to land runway two eight right. There’s no one on runway two eight right but you.” About that time, the airplane was passing through an altitude of 200 ft and was 2,300 ft (0.38 nautical mile [nm]) from the seawall that protected the airfield from San Francisco Bay. At 23:55:58, the flight crew acknowledged the transmission; about that time, the airplane was 500 ft (0.08 nm) from the seawall.

The ATC voice recording also indicated that, at 23:55:59, another pilot stated on the tower frequency, “where is that guy going?” The voice on the transmission was later identified as that of the captain from the first airplane on taxiway C, United Airlines flight 1 (UAL1). About that time, ACA759 was still 500 ft (0.08 nm) from the airport seawall and at an altitude of 150 ft while lined up with taxiway C. At 23:56:03 (after ACA759 crossed the seawall), ACA759 overflew UAL1 at an altitude of 100 ft; about the same time, the UAL1 captain stated, over the tower frequency, “he’s on the taxiway.” About the same time as the UAL1 captain’s second transmission, the flight crew from the second airplane on taxiway C, Philippine Airlines flight 115 (PAL115), turned on that airplane’s landing gear and nose lights, illuminating a portion of the taxiway and the UAL1 airplane.

FDR data showed that, at 23:56:05, the throttles on ACA759 were advanced, and the airplane’s engine power and pitch increased. At that time, the airplane was at an altitude of about 89 ft.28 During a post incident interview, the captain stated that, as the airplane was getting ready to land, “things were not adding up” and it “did not look good,” so he initiated a go-around. The captain reported that he thought that he saw runway lights for runway 28L and believed that runway 28R was runway 28L and that taxiway C was runway 28R. During a post incident interview, the first officer reported that he thought that he saw runway edge lights but that, after the tower controller confirmed that the runway was clear, he then thought that “something was not right”; as a result, the first officer called for a go-around because he could not resolve what he was seeing. The captain further reported that the first officer’s callout occurred simultaneously with the captain’s initiation of the go-around maneuver.

The airplane continued descending, reaching a minimum altitude of about 60 ft at 23:56:07 as the airplane overflew PAL115. One second later, once the engines and elevators had fully transitioned to their go-around position, the airplane began to climb. During the 3 seconds between the time that the flight crew initiated the go-around and the airplane began climbing, ACA759 had flown about 700 ft (0.12 nm) from the location over the taxiway where the go-around was initiated. At 2356:09, the controller instructed the ACA759 flight crew to go around.31 The ACA759 flight crew acknowledged this instruction 2 seconds later as the airplane overflew the third airplane on the taxiway, United Airlines flight 863 (UAL863), at an altitude of 200 ft. Immediately afterward, ACA759 overflew the fourth airplane on the taxiway, United Airlines flight 1118 (UAL1118) at an altitude of 250 ft. Both incident pilots reported (during postincident interviews) that they did not see any airplanes on the taxiway.

At 23:56:12, the controller advised the ACA759 flight crew, “it looks like you were lined up for [taxiway] Charlie,” and instructed ACA759 to fly a heading of 280° and climb to 3,00:0 ft msl. The flight crew acknowledged the heading and altitude instructions at 23:56:18. At 23:56:23, ACA759’s landing gear was raised; 5 seconds later, the autopilot was engaged. At 23:56:44 and 23:56:55, the controller instructed the flight crew to contact NCT, and the crew acknowledged the instruction at 23:57:00. During the downwind leg for ACA759’s second approach, the first officer asked the captain if they should set the ILS frequency, and the captain agreed. The second approach to SFO was uneventful, and ACA759 made a successful landing on runway 28R about 00:11 on July 8. The captain and first officer completed their duty periods at 00:32.

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There are many types of heat injury, ranging from mild heat cramps to life-threatening

heat stroke. Heat-related illnesses are preventable. Prevention begins with understanding the causes of heat illness, and making sure to stay cool and hydrated during hot weather. In addition, knowing the signs of heat injury and being able to treat it immediately will reduce the number of severe cases.

Cause When we exercise, our bodies cool

off by sweating. As we perspire, we lose necessary body fluids. If we do not replace these fluids, we become dehydrated. This makes it difficult to sweat and cool down, which can result in a heat injury. During regular exercise, 70 to 90 percent of the energy our bodies produce is released by heat. Many factors can hinder heat release and perspiration.

Air temperature, combined with humidity, wind speed, and sun affect how well our bodies cool themselves. Humidity influences how easily sweat can evaporate. High humidity (greater than 60%) makes sweat evaporation very difficult.

Dark clothing absorbs heat. This can dramatically increase the chance of heat stress. Full body clothing, heavy pads, and helmets make cooling more difficult. Direct exposure to the sun with no available shade can increase your core body temperature.

Before exercising in the heat, you must be in good physical condition. You also need to give your body time to adjust to warmer temperatures. Children adjust to heat more slowly than adults. Their bodies are less effective at regulating body heat.

Quick Gide: Heat Injuries

Even mild levels of dehydration (3-5% of body weight) can hurt athletic performance. If you have not had enough fluids, your body will not be able to effectively cool itself through sweat and evaporation. Those who start activities in an already dehydrated state are at greater risk for heat injury.

Heat CrampsHeat Cramps Heat cramps are painful

cramps in the stomach, arm, and leg muscles. These cramps are caused by not replacing salt and fluids during intense, prolonged exercise in the heat.

The first thing to do is to stop the exercise activity Gently stretch affected muscles Drink cool water or an electrolyte solution (low in sugar)

Heat Syncope Weakness, fatigue, and fainting are the

chief symptoms of heat syncope. They are typically brought on by exercising

hard in the heat. Too much salt and water are lost through perspiration, and are not replaced. Heat syncope often occurs during the first 5 days of adjusting to a new activity. It also can occur in people taking diuretic medicines or those with pre-existing heat illness. Young athletes returning to play after time off for injury are also at greater risk for heat syncope. Without treatment, heat syncope can put you at risk for heat stroke.

Heat Exhaustion Heat exhaustion is brought on by

heavy sweating and results in extreme weight loss. As heat exhaustion sets in, perspiration decreases, and skin and body temperatures rise. Core body temperature typically rises to 104 degrees F. Additional signs of heat exhaustion include excessive thirst, weakness, headache, and sometimes unconsciousness. Common signs of

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heat exhaustion due to salt depletion are nausea and vomiting, frequent muscle cramps, and dizziness. Core body temperature is typically up to 104 degrees F. You are at risk for this type of heat exhaustion when you do not sufficiently replace normal body salts and minerals. This can sometimes happen during prolonged exercise if water alone is used to replenish fluids. Body minerals, such as those in sports drinks, must also be replaced. Electrolyte fluid drinks are an effective way to prevent this type of heat exhaustion.

Treatment for Heat Syncope and Heat Exhaustion

Move the person to a cool, shaded area Remove tight clothing Give fluids, if the athlete is conscious Apply active cooling measures, such as a fan or ice towels, if the core temperature is elevated Refer to a physician to assess the needs of fluid/electrolyte replacement and further medical attention, especially if nausea and vomiting are present

Heat Stroke Heat stroke is the most severe form

of heat injury. When suffering from heat stroke, your body cannot cool itself. This is an acute medical emergency. Heat stroke is medically defined as core body temperature greater than 104 degrees F. Organ system failure can result from this high of a body temperature. Nausea, seizures, and confusion or disorientation often occur with heat stroke. Unconsciousness and coma are possible. Heat stroke may occur with no preceding signs of heat injury. It can also occur as a progression from heat syncope and heat exhaustion. Again, this is a medical emergency.

Treatment of Heat Stroke Call emergency services immediately.

Monitor core body temperature and lower it as quickly as possible Decrease core body temperature through immersion in an ice bath Remove as much clothing as possible Apply ice packs to the armpits, groin, and neck

areas Continue cooling efforts until an emergency crew arrives Prevention

There are many ways to reduce your risk for heat injury.

See a doctor before starting a new exercise activity. Discuss recent illnesses or medications that could cause dehydration. Cardiac or pulmonary conditions can also contribute to heat injury. Take time to adapt to a new activity or climate. Coaches should plan pre-season conditioning programs. These should be held during weather conditions similar to a typical practice. Increase the intensity and duration of your exercise program gradually. If you participate in sports that require protective equipment, avoid wearing it at the start of training.

Recommendations Allow frequent periods of rest

and hydration during activity. Fluid replacement is essential to preventing heat injury. Make sure you are well hydrated before, during, and after exercise. Replace your fluids, whether you feel thirsty or not. A general recommendation is to drink 24 ounces of non-caffeinated fluid 2 hours before exercise. Drinking an additional 8-ounces of water or sports drink right before exercise is also helpful. While you are exercising, break for an 8 oz. cup of water every 20 minutes. Monitor the color of your urine. The darker your urine, the less hydrated you are and the greater your risk for heat injury. Drink enough fluids to keep your urine a very light color. Weigh yourself before and after activity to monitor water loss. Make sure you have replaced fluids before your next exercise session. Gradually increase activity in the heat over a period of 7 to10 days to allow adequate acclimatization.

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Dehydration occurs when your body loses more fluid than you take in. When the normal water content of your body is reduced, it upsets the balance of minerals

(salts and sugar) in your body, which affects the way it functions. Water makes up over two-thirds of the healthy human body. It lubricates the joints and eyes, aids digestion, flushes out waste and toxins, and keeps the skin healthy.

Some of the early warning signs of dehydration include:

• feeling thirsty and lightheaded

• a dry mouth

• tiredness

• having dark coloured, strong-smelling urine

• passing urine less often than usual

The body is affected even when you lose a small amount of fluid.

What causes dehydration?Dehydration is usually caused by not drinking enough fluid to replace what we lose. The climate, the amount of physical exercise you are doing (particularly in hot weather) and your diet can contribute to dehydration. You can also become dehydrated as a result of an illness, such as persistent vomiting and diarrhoea, or sweating from a fever.

Who is at risk from dehydration?Anyone can become dehydrated, but certain groups are particularly at risk. These include:

• Babies and infants – they have a low body weight and are sensitive to even small amounts of fluid loss

• Older people – they may be less aware that they are becoming dehydrated and need to keep drinking fluids

• People with a long-term health condition – such as diabetes or alcoholism

• Athletes – they can lose a large amount of body fluid through sweat when exercising for long periods

What to do?If you’re dehydrated, drink plenty of fluids such as water, diluted squash or fruit juice. These are much more effective than large amounts of tea or coffee. Fizzy drinks may contain more sugar than you need and may be harder to take in large amounts. If you’re finding it difficult to keep water down because you’re vomiting, try drinking small amounts more frequently. If left untreated, severe dehydration can be serious and cause fits (seizures), brain damage and death.

Understanding Dehydration

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The Federation of Indian Pilots (FIP) was founded in 1996 to address various issues which

affected pilots throughout the country.

To enhance the Professional Knowledge in the pilot community, the FIP has been hosting Flight Safety Seminars and professional workshops on a yearly basis.

As the FIP is Not a Trade Union, but a professional body managed by serving and retired aviators who bring with them a great deal of knowledge and technical expertise, it has been successful in taking up various

Legislative Issues/ Safety issues with the concerned authorities.

Many Pilots lack a University Degree to reflect the professional knowledge they have acquired in their careers. To provide pilots with academic qualifications equivalent to their colleagues in other branches of aviation, the FIP founded the Institute of Aviation and Aviation Safety (IAAS).

Being declared Permanently Medically Unfit (PMU) invariably results in the cancellation of a Pilot’s License. This causes great financial strain and could happen without warning at any stage in

a pilot’s career. To provide financial assistance to such pilots who have the misfortune to be declared Temporarily Medically Unfit (TMU) /Permanently Medically Unfit (PMU), the FIP started a unique scheme to insure a Pilot’s Licence that provides a Loss of Licence and a Personal Accident Cover. This scheme has been running successfully since 1999 and has benefitted many of its members.

On behalf of our Family of Pilots the Managing committee of FIP welcomes you! FIP.

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