ISO 9001:2008 Certified AVIATION SAFETY BULLETIN Safety... · 2015-06-04 · Ear Block The ear is com-posed of three sections. The outer ear is the auditory canal and ends at the

GASES AND THE BODY 2-4

SAFETY CULTURE PART II 5-6

AIRCRAFT WAKE TURBULENCECATEGORIES

7-9

DANGEROUS GOODS CARRIEDBY PASSENGERS AND CREW

10

LITHIUM BATTERIES 11

WHY LITHIUM BATTERIES KEEPCATCHING FIRE

12

SECURITY—THE GREATESTCHALLENGE FOR THE AIRCARGO INDUSTRY

13

CONGRATS FIJI AIRWAYS ONTHE ARRIVAL OF THE B737-

14

SIDS PROGRAM FINDSDANGEROUS DEFECTS

14

AVSEC CARGO & MAILSECURITY COURSE

15

BULLETIN 1’2015 CROSSWORDPUZZLE SOLUTION

15

HEALTH TIPS—STROKE 14

SOME THINGS WERE NEVERMEANT TO FLY

14

EMERGENCY HAND SIGNAL 9

AVIATION SAFETY BULLETIN

Issue 2, May 2015

A Publication of:

Civil Aviation Authority of FijiPRIVATE MAIL BAG, NAP 0354,

NADI AIRPORT,REPUBLIC OF FIJI

Phone: (679) 672 1555, Fax: (679) 672 1500

Cover Page

ISO 9001:2008 Certified

Inside this Issue:

Page 2


OZONE SICKNESS

Ozone sickness is another problem associated with flight atvery high altitudes. Although it has been evident only

with flights operating at altitudes of 30,000 feet or more, theadvent of general aviation airplanes that operate at subsonicspeeds at such levels makes this a problem of which even theprivate pilot should be aware.

Ozone is a bluish gas that exists in relatively high concentrationsin the upper levels of the atmosphere, especially in the tro-popause. Because the tropopause fluctuates in its average alti-tude from season to season, any flight operating above 35,000feet is likely to come into, contact with ozone at some time.

Although ozone does have a distinctive colour and odour, pas-sengers and flight crew who have experienced ozone sicknesshave been unaware of the apparently high concentrations ofozone prior to the onset of the symptoms.

The symptoms of ozone sickness are :

The symptoms become more severe with continued exposureand with physical activity but do diminish rapidly when the air-plane descends below 30,000 feet.

Some relief from the symptoms can be achieved by:

breathing through a warm, moist towel. Limiting physical activity to a minimum, and breathing pure oxygen are also effective in alleviating the

symptoms.

CARBON MONOXIDE

Oxygen is transported throughout the body by combining withthe haemoglobin in the blood. However, this vital transporta-tion agent, haemoglobin, has more than 200 times the affinityfor carbon monoxide that it has for oxygen. Therefore, even thesmallest amounts; of carbon monoxide can seriously interferewith the distribution of oxygen and produce a type of hypoxia,known as anaemic hypoxia..

Carbon monoxide is colourless, odourless and tasteless. It is aproduct of fuel combustion and is found in varying amounts inthe exhaust from airplane engines. A defect, crack or hole in thecabin heating system may allow this gas to enter the cockpit of

the airplane.

Susceptibility to carbon monoxide increases with altitude. Athigher altitudes, the body has difficulty getting enough oxygenbecause of decreased pressure. The additional problem of car-bon monoxide could make the situation critical.

Early symptoms of CO poisoning are :

Although CO poisoning is a type of hypoxia, it is unlike altitudehypoxia in that it is not immediately remedied by the use ofoxygen or by descent to lower altitudes.

If a pilot notices exhaust fumes or experiences any of the symp-toms associated with CO poisoning, he should immediately :

shut off the cabin heater, open a fresh air source, avoid smoking, use 100% oxygen if it is available and land at the first opportunity and ensure that all effects of CO are gone before continuing

the flight. It may take several days to rid the body of carbon monox-

ide. In some cases, it may be wise to consult a doctor.

CIGARETTES

Cigarette smokecontains a minuteamount of carbonmonoxide. It hasbeen estimatedthat a heavysmoker will lowerhis ceiling bymore than 4000feet. Just 3 cigarettes smoked at sea level will raise the physio-logical altitude to 8000 feet. Because the carbon monoxide inthe cigarette smoke is absorbed by the haemoglobin, its oxygenabsorbing qualities are reduced to about the same degree asthey would be reduced by the decrease in atmospheric pressureat 8000 feet ASL.

Continued Next Page...

Issue 2, May 2015

GASES AND THE BODY

hacking cough; leg cramps;

poor night vision; Fatigue;

shortness of breath; Drowsiness;

Headache; nose bleed;

burning eyes, mouth and nose; Nausea; and

mild chest pains; vomiting.

feelings of sluggishness , and warmness;

Intense headache,

throbbing in the temples,

ringing in the ears,

Dizziness, and

dimming of vision follow as exposure increases;

Eventually vomiting, convulsions, coma and death re-sult.

Page 3


(Continued from previous page)

The carbon monoxide from cigarettes has detrimental effectsnot only on the smoker but on the non-smoker as well. Afterprolonged exposure to, an increased level of carbon monoxidesuch as that produced within a confined area such as a cockpitby people smoking, symptoms such as respiratory discomfort,headaches, eye irritation can affect the non-smoker.

Cigarette smoking has also been declared as hazardous tohealth, contributing to hypertension and chronic lung disorderssuch as bronchitis and emphysema. It has been linked to lungcancer and coronary heart disease.

HYPERVENTILATION

Hyperventilation, or over-breathing, is an increase in respirationthat upsets; the natural balance of oxygen and carbon dioxide inthe system, usually as a result of emotional tension or anxiety.

Under conditions of emotional stress, fright or pain, a personmay unconsciously increase his rate of breathing, thus expellingmore carbon dioxide than is being produced by muscular activ-ity. The result is a deficiency of carbon dioxide in the blood.

The most common symptoms are : dizziness, tingling of

the toesand fingers,

hot andcold sensa-tions,

nausea and sleepiness. U n c o n -

sciousnessmay resultif theb r e a t h i n grate is not corrected.

Remedy Slow down the rate of breathing and To hold the breath intermittently, To allow the carbon dioxide to build up to a normal level.

Sometimes, the proper balance of carbon dioxide can bemore quickly restored by breathing into a paper bag, thatis, by re-breathing the expelled carbon dioxide.

DECOMPRESSION SICKNESS

TRAPPED GASESDuring and descent, gases trapped in certain body cavities ex-

pand or contract. The inability to pass this gas may cause ab-dominal pain, toothache or pain in ears or sinuses.

Ear BlockThe ear is com-posed of threesections. Theouter ear is theauditory canal andends at the ear-drum. The middleear is a cavity surrounded by bones of the skull and is filled withair. The Eustachian tube connects the middle ear to the throat.The inner ear is used for hearing and certain equilibrium senses.

As one ascends or descends, air must escape or be replenishedthrough the Eustachian tube to equalize the pressure in themiddle ear cavity with that of the atmosphere. If air is trappedin the middle ear, the eardrum stretches to absorb the higherpressure. The result is pain and sometimes temporary deafness.

During climbs, there is little problem since excess air escapesthrough the tube easily. However, during descents, when pres-sure in the middle ear must be increased. The Eustachian tubesdo not open readily.

Remedy The pilot and his passengers must consciously make an

effort to swallow or yawn to stimulate the muscular actionof the tubes.

Sometimes it is advisable to use the valsalva technique,that is, to close the mouth, hold the nose and blow gently.This action forces air up the Eustachian tubes.

Children may suffer severe pain because of ear blocks dur-ing descents. They should be repeatedly reminded to swal-low or yawn.

Small babies are incapable of voluntarily adjusting the pres-sure in the middle ear and should be given a bottle to suckduring descents.

Painful ear block generally occurs; as a result of too rapiddescent. If the pilot or his passengers are unable to relievethe pain of ear block by the methods described, it may benecessary to climb to altitude again and make the descentmore gradually.

After a flight in which 100 per cent oxygen has been used,the valsalva procedure should be used several times toventilate the middle ear and thus reduce the possibility ofpain occurring later in the day.

Issue 2, May 2015

GASES AND THE BODY cont...

(Continued to Next Page)

Page 4



Sinus BlockThe sinuses are air filled, bonycavities connected with thenose by means of one or moresmall openings. If these open-ings are obstructed by swellingof the mucous membrane liningof the sinuses (as during a cold),equalization of the pressure is difficult. Pain in the cheek boneson either side of the nose, or in the upper jaw, or above theeyes, will result.

The valsalva procedure will relieve sinus pain for both ear andsinus block, the prudent use of nasal inhalants such as Benze-drex, Afrin, Neosynephrine may be helpful.

A nasal inhalant containing antihistamine, however, should notbe used for the reasons stated in the section on drugs below.

ToothachesToothaches may occur at altitude due toabscesses, imperfect fillings, inadequatelyfilled root canals. Anyone who suffersfrom toothache at altitude should see hisdentist. However, the pain caused by asinus block can be mistaken for toothache.

If air is able to enter below a filling, the filling may well beblown out as the pilot reaches higher altitude.

Gastrointestinal PainGas pains are caused by the expansionof gas within the digestive tract duringascent into the reduced pressure ataltitude. Relief from pain may be ac-complished by descent from altitude.

The Common ColdDon't fly with a common cold. A cold that is a mere discomforton the ground can become a serious menace to a pilot and hispassengers in the air.

Tiredness, irritability, drowsiness and pain are ail symptoms of acold and work together to make a pilot unsafe in the air. Moreinsidious, however, is the effect a cold may have on the sinusesand on the middle and inner ear. Swollen lymph tissue and mu-cous membranes may block the sinuses causing disabling painand pressure vertigo during descent from altitude.

Infection of the inner ear, that is a common symptom of a cold,can also produce severe vertigo. The tissue around the nasalend of the Eustachian tube will quite likely be swollen and mid-dle ear problems associated, under normal conditions (seeabove), with descent from altitude will be severely aggravated.A perforated eardrum is a possible result. Although a perforated

eardrum usually heals quickly, in some cases there is permanenthearing impairment or prolonged infection of the middle ear.

Cold remedies do not prevent symptoms. They usually onlybring on other problems, drowsiness being the most common.

EVOLVED GASESNitrogen, always present in body fluids, comes out of solutionand forms bubbles if the pressure on the body drops sufficientlyas it does during ascent into the higher altitudes. Overweightpersons are more susceptible to evolved gas decompressionsickness as fatty tissue contains more nitrogen.

Bends is characterized by pain in and around the joints and canbecome progressively worse, during ascent to higher altitudes.

Chokes are pains in the chest caused by blocking of the smallerpulmonary blood vessels by innumerable small bubbles. In se-vere cases, there is a sensation of suffocation.

Paresthesia or Creeps is another decompression sickness withsymptoms of tingling, itching, cold and warm sensations.

Central nervous system disturbances include visual distur-bances, headache and, more rarely, paralysis and sensory dis-turbances.

Decompression sickness is unpredictable. One of the outcomesmay be shock, characterized by faintness, dizziness, nausea,pallor, sweating and even loss of consciousness. Usually thesymptoms disappear when a return to the ground is made.However, the symptoms may continue and special treatment(recompression) may be needed.

Decompression sickness, caused by evolved gas, is rare below20,000 feet. The best defence against this painful problem is apressurized cabin. Some protection against it can be achievedby breathing 100% oxygen for an hour before ascending to alti-tudes above 20,000 feet. This action washes the nitrogen out ofthe blood. Oxygen does not come out of solution or form bub-bles. Refrain also from drinking carbonated beverages or eatinggas producing foods.

Scuba Diving and FlyingA person that flies in an airplane immediately after engaging inthe sport of scuba diving risks severe decompression sicknessat much lower altitudes than this problem would normally beexpected. The scuba diver uses compressed air in his breathingtanks to counteract the greater pressure of the water on hisbody. At a depth of 30 feet, his body absorbs twice as muchnitrogen as it would on the ground. Ascending to 8000 feetASL could bring on incapacitating bends. A good rule, if youhave dived to a depth below 30 feet, is not to, fly for 24 hoursto permit the nitrogen content of the body to return to, nor-mal.

Issue 2, May 2015

GASES AND THE BODY cont...

Article uplifted from pilotfriend.com

Page 5


DIFFERENTIATING BETWEEN A POSITIVE ANDNEGATIVE SAFETY CULTURE

The 1st issue of the 2015 CAAF Aviation Safety Bulletinpublished Part I of this Safety Culture article highlighting

how the right Safety Culture is an asset in the Aviation Indus-try. In this 2nd article on Safety Culture the focus is on“Positive Safety Culture” and “Negative Safety Culture”.

So, what is Positive or Negative Safety Culture and how can wedifferentiate between the two?

A positive Safety Culture would be one where everyone in theorganisation knew the role they played with respect to safety,and believed that everyone else in the organisation was trulycommitted to safety because there was clear safety leader-ship, activity, and commitment in terms of resources. Therewould be a clear safety policy and strategy and anyone couldraise a safety issue with freedom, in addition, safety would bediscussed frequently at all levels in the organisation, andwould be the first agenda item in weekly staff meetings.

At the other end of the spectrum is a negative Safety Culture,this is characterised by situations in which safety takes a backseat in decision making even though people are saying thatsafety comes first and where management and pilots/controllers/engineers do not share the same beliefs aboutsafety. Simple examples would be where employee concernsabout certain safety aspects are not addressed, where there isno learning from past safety events, where safety cases statethe system or procedure is safe but the operational staff at thecoal face believe an incident or accident is imminent, or wheresafety is believed to be another person’s responsibility. Such apattern reflects negative Safety Culture because it means thatsafety will not be addressed coherently or effectively through-out the organisation.

In the following tables, uplifted from the EUROCONTROL/FAAWhite Paper published in 2008 on Safety Culture in Air TrafficManagement, two different situations are depicted, one show-ing a Positive Safety Culture (Table 1) and the other a NegativeSafety Culture (Table 2) and how they lead to different levelsof safety performance.

Issue 2, May 2015

SAFETY CULTURE PART II


Page 6



Being able to differentiate between a Positive Safety Culture anda Negative Safety Culture would enable employees and manage-ment alike to take stock of the organisations’ Safety Culture andalign their strategy to ensure they are on the right path towardsa positive one.

Although it is recognised that the existence of an appropriateand robust Safety Management System (SMS) is necessary formaintaining and improving the safety of operations, it may notbe sufficient to guarantee adequate safety performance. A SMSwill not assure safety if it is not used properly, and thus all staffin the organisation need to be fully aware of its existence, under-stand its basis, and be motivated to use the SMS that is in place.A positive Safety Culture can be a strong enabler to ensure theSMS works in practice and vice versa; implementing a good SMScan be an enabler for Safety Culture.

Organisations are managed by organisational practices, whichaffect both performance and reliability of safety systems. AsJames Reason put it, a well-developed SMS can serve as an accel-erator of Safety Culture. Therefore SMS and Safety Cul-ture are inter-dependent; SMS embodies the compe-tence to achieve safety, whereas Safety Culture repre-sents the commitment to achieving safety.

SMS and Safety Culture can be worked on together orindependently, however, the strength of treating SafetyCulture and safety management as one is that it canhelp focus Safety Culture improvement needs into no-ticeable improvements to the SMS. An alternative ap-proach would be to have some distance retained be-tween the two areas to enable feedback on where aSMS may not actually be working in practice, for exam-ple, a technical problem in the error reporting systemthat stops people from bothering to report incidents,while allowing a focus on deeper cultural issues that

can be unearthed during Safety Culture surveys such as regionaldifferences in safety attitudes, or problems of mistrust betweendifferent sections or levels in the organisation, an example beingoperational staff believing the SMS is just ‘for show’ or to‘protect’ management.

Safety Culture takes time to grow and change whereas a SMS canbe implemented. SMS can be explained clearly because it is aformalised system within the organisation that has been docu-mented, i.e. policy and procedures, whereas Safety Culture isharder to explain as it is more difficult to identify Safety Culturefeatures and characteristics such as group attitudes, perceptionand beliefs that can influence the effectiveness of safety man-agement activities.

SMS and Safety Culture have the same objective, to maintain andimprove safety and thus should be seen as inter-dependent andnot as one being part of or a sub-set of the other. They are “likebody and soul”.

Issue 2, May 2015

SAFETY CULTURE PART II cont….

CAAF’s Standards section is keen to hear from you regarding our levels of ser-vice. If you believe you have constructive ideas on how we can improve ourservices, or would like to report instances where we have failed to meet yourexpectations, please send your feedback to CAAF, preferably using the QA 108form that can be accessed from our website. This can be sent to CAAF by fax-ing it to Quality Assurance Manager on 6727429, dropping it in the feedbackbox in the foyer of CAAF HQ, or emailing to [email protected].

Your suggestions for improvements to this publication are also invited. CAAFalso invites you to submit valuable information or articles that you would liketo have published through this bulletin for the benefit of readers. Your namewill be appropriately acknowledged. Please use the email address statedabove.

FCAIRFIJI CONFIDENTIAL

AVIATION

INCIDENT

REPORTING

FORMS AVAILABLE

ON WEBSITE

www.caaf.org.fj

OR FRONT DESK,

CAAF HQ

Article Compiled by GSD

Page 7


The term “wake turbulence” is used in this context to describethe effect of the rotating air masses generated behind the wingtips of large jet aircraft, in preference to the term “wake vor-tex” which describes the nature of the air masses. (ICAO Doc4444).

Wake turbulence separation minima are based on agrouping of aircraft types into three categories accord-

ing to the maximum certificated take-off mass as follows:

a) HEAVY (H); all aircraft types of 136 000 kg or more (e.g.B747 and A330);

b) MEDIUM (M); aircraft types less than 136 000 kg butmore than 7 000 kg (e.g. B737 and ATR72); and

c) LIGHT (L); aircraft types of 7 000 kg or less (e.g. BN2A,C172, DHC6).

The ATC unit concerned shall not be required to apply waketurbulence separation:

a. for arriving VFR flights landing on the same runwayas a preceding landing HEAVY or MEDIUM aircraft;and

b. between arriving IFR flights executing visual ap-proach when the aircraft has reported the preced-ing aircraft insight and has been instructed to fol-low and maintain own separation from that air-craft.

The ATC unit shall, in respect of these flights as well as inother circumstances when deemed necessary, issue a cautionof possible wake turbulence. The pilot-in-command of theaircraft concerned shall be responsible for ensuring that thespacing from a preceding aircraft of a heavier wake turbu-lence category is acceptable. Ifit is determined that addi-tional spacing is required, the flight crew shall inform the ATCunit accordingly, stating their requirements.

Aerodrome controllers shall, when applicable, apply the waketurbulence separation minima specified in Table 3. Wheneverthe responsibility for wake turbulence avoidance rests with thepilot-in-command, the aerodrome controller shall, to the ex-tent practicable, advise aircraft of the expected occurrence ofhazards caused by turbulent wake.

WAKE TURBULENCE AND JET BLAST HAZARDSAnother hazard to bear in mind, particularly for light aircraft, isjet blast and propeller slipstream. Beware of passing close orlanding directly behind aircraft with engines running, particu-larly large jets. Jet blast and propeller slipstream can producelocalised wind velocities of sufficient strength to cause damageto other aircraft, vehicles, personnel and buildings. Some yearsago a B727 on engine tests blew in a hangar door - clear testi-mony to the force which can be exerted.

Occurrence of turbulentwake hazards cannot beaccurately predicted andaerodrome controllerscannot assume responsi-bility for the issuance ofadvice on such hazardsat all times, nor for itsaccuracy.

When issuing clearances or instructions, air traffic controllerswill take into account the hazards caused by jet blast and pro-peller slipstream to taxiing aircraft, to aircraft taking off orlanding, particularly when intersecting runways are beingused, and to vehicles and personnel operating on the aero-drome.

Jet blast and propeller slipstream can produce localized windvelocities of sufficient strength to cause damage to other air-craft, vehicles and personnel operating within the affectedarea.

WAKE TURBULENCE SEPARATION APPLIED BY ATC INACCORDANCE WITH ICAO STANDARDS IS AS FOLLOWS:-

ADDITIONAL PILOT CONSIDERATIONSSerious wake turbulence encounters during terminal opera-tions are rare but nevertheless, pilots should be alert for possi-ble wake turbulence encounters.

1. After initially descending, vortices can rebound. Test datahave shown that vortices can rise with the air mass inwhich they are embedded. Wind shear, particularly, cancause vortex flow field “tilting,” where the downwind vor-tex may rebound but with an enhanced decay rate. Also,ambient thermal lifting and orographic effects (rising ter-rain or tree lines) can cause a vortex flow field to rise.

Issue 2, May 2015

AIRCRAFT WAKE TURBULENCE CATEGORIES


BETWEEN ARRIVING AIRCRAFT DEPARTING AIRCRAFT

FOLLOW-ING

AIRCRAFT

PRECED-ING

AIRCRAFT

TIMESEPARA-

TION

DISTANCESEPARA-

TION

TIME SEPARATION

SAMEPOSITION

INSETPOSITION

Heavy Heavy N/A 4NM N/A N/A 4NM

Medium Heavy 2mins 5NM 2mins 3mins 5NM

DISTANCESEPARA-

TION

Light Heavy 3mins 6NM 2mins 3mins 6NM

Light Medium 3mins 5NM 2mins 3mins 5NM

TABLE 3

Page 8


2. In certain atmospheric conditions, primarily in en routeoperations, vortices from Heavy aircraft can descendmore than 1,000 feet. Thus, in Reduced Vertical Separa-tion Minimum (RVSM) operations, aircraft in oceanic air-space can offset from the centre-line of its track for waketurbulence avoidance for up to 2NM right of track.

3. When crossing behind a lead aircraft, try to cross above itsflight path or, terrain permitting, at least 1,000 feet below.

4. When a lead aircraft climbs or descends through your pro-jected flight track, vertical separation is no longer in placeand a vortex encounter is possible. Similarly, use cautionwhen climbing or descending behind other aircraft.

If a pilot considers the wake turbulence separation standardsinadequate, an increased separation may be requested byspecifying the spacing required. Conversely, if pilots indicatethat they will take responsibility for their own wake turbulenceseparation then they may request exemption from these sepa-rations. This option should be treated with caution.

PILOT AWARENESS

Pilots should be alert at all times for possible wake turbulenceencounters, particularly during take-off, approach and landingoperations. The pilot has the ultimate responsibility for the safeoperation of the aircraft. Although ATC provides appropriatewake turbulence separation to IFR aircraft, all pilots should beaware of wake behaviour and avoidance techniques and shouldfollow the guidance and operating procedures contained in theFiji AIP and Fiji AIC 10/98.

WINGLETS

Winglets have been developed as a means to reduce the in-duced drag of a wing, making it more efficient during cruise.There is a common misperception that winglets are a means todecrease the wake vortex hazard. Studies conducted duringapproach and landing show no discernible differences be-tween aircraft with or without winglets.

Issue 2, May 2015

AIRCRAFT WAKE TURBULENCE CATEGORIES cont...(Continued from previous Page)

DEPARTURE


Page 9

AVIATION SAFETY BULLETIN Issue 2, May 2015

AIRCRAFT WAKE TURBULENCECATEGORIES cont...

(Continued from previous Page)

LANDING

Remember wake turbulenceseparation is not provided tolanding VFR arrivals, nor to IFRon visual approach. In thesecases it is up to the pilot toprovide adequate spacing frompreceding arriving or departingaircraft.

How to Avoid Wake Turbulence

Pilots should remember threebasic warnings concerning waketurbulence:

Do not get too close to thelead aircraft.

Do not get below the leadaircraft's flight path.

Be particularly wary whenlight wind conditions exist.

Source: ICAO Doc 444)

EMERGENCY HAND SIGNALS

In the event of a fire emergency and radio communica-tions (on the discrete frequency) cannot be maintained

between the On Scene Commander and the flight crew, stan-dard emergency hand signals as depicted in Fig 1 shall beused. These hand signals should be known and understoodby all cockpit, cabin crew and Airport Rescue Fire Fighters.

At night, lit wands will improve the chances of the signalbeing seen, however, some degree of ambient light may benecessary for the message to be understood.

Fire SignalICAO describes this signal as moving the right-hand wand in a"fanning" motion from shoulder to knee, while at the sametime pointing with the left-hand wand to area of fire (whichmight be an engine, APU, brake, or elsewhere). The signalcould be made with a rapid horizontal figure-of-eight motionat waist level with either arm, pointing at the source of firewith the other arm.

ConfusionIt is possible to be confused between which emergency sig-nal is being issued, especially in conditions of poor light andvisibility and when the signals are conducted imprecisely orcarelessly. In most cases the context of the event should helpwith clarity; however, for example, the signal to indicate afire is dissimilar from both the engine start and aircraft turnsignals.

Fig 1

Emergency SignalIndicating location of fire

Alternative signalindicating location of fire

Signalling that an evacuationis recommended

Signalling aRecommendation that Activity, or

Progress is Stopped (includingevacuation if in progress)

Signalling that the Emergency is Contained.Used when there is no outside evidence of

dangerous conditions or "All Clear". Start witharms extended outward and down at a 45

degree angle. Then move arms inward belowwaistline simultaneously until wrists crossed,

then extend outward to starting position.

Article Compiled by GSD

Page 10


DANGEROUS GOODS CARRIED BY PASSENGERS AND CREW

I NCIDENTSRELATED TO

ELECTRONICCIGARETTES

1. Electronic ciga-rettes are beingcarried by pas-sengers in increasing numbers. Several incidents havebeen reported involving electronic cigarettes over-heating through the accidental activation of theirheating elements resulting in fires in checked baggage.The Dangerous Goods Panel (DGP) will be addressingthis safety risk at its next panel meeting which willlikely result in an amendment to the Technical Instruc-tions for the Safe Transport of Dangerous Goods by Air(Doc 9284). Until such time, States are encouraged toinform operators of this safety risk and to recommendthat they require passengers to carry such devices inthe cabin, where an incident can be immediately miti-gated, and not in checked baggage.

2. Electronic cigarettes, also called personal vaporizers orelectronic nicotine delivery systems, are battery-powered devices that simulate tobacco smoking byproducing a heated vapour which resembles smoke.The devices have a heating element to vaporize a liq-uid solution. Passengers are normally permitted tocarry these devices under the provisions for danger-ous goods carried by passengers and crew containedin Part 8 of Doc 9284.

3. Background information on this subject can be foundin the report of the DGP Meeting that was held from20 to 24 October 2014 in Rio de Janeiro, Brazil (DGP-WG/14). The report is available on the DGP website athttp://www.icao.int/safety/DangerousGoods/Pages/DGP.aspx.

On 8th April 2015 CAAF issued an advise to industry tothat recommended that operators require passengers tocarry e-cigarettes in the aircraft cabin, where any incidentcan be immediately mitigated, and not in their checkedbaggage. As per EASA Safety Information Bulletin 2015-06issued on 7th April 2015.

Fiji Air Navigation Regulations 73 Smoking in aircraft.

Smoking is prohibited in all aircraft registered in Fiji orany foreign registered aircraft operating under an Air Op-erator Certificate issued under these Regulations.

Definition of Smoke

Noun – a visible suspen-sion of carbon or otherparticles in air, typicallyone emitted from aburning substance.

Verb - emit smoke orvisible vapour.

SMOKING (BE IT A CIGARETTE, CIGAR, PIPE OR E-CIGARETTE IS PROHIBITED ON ALL AIRCRAFT REGISTEREDIN FIJI OR ANY FOREIGN REGISTERED AIRCRAFT OPERAT-ING UNDER AN AOC ISSUED UNDER THE FIJI ANRS

IMAGE OF THE AFTERMATH OF AN E-CIG FIRE IN

(Article by Air Safety Department)

Page 11


L ithium batteries have much advan-tages-long life, high storage capacity

for their weight, no memory effect, andlong shelf life. They can be found in justabout anything requiring batteries, in-cluding laptops, phones, just about everyother electronic device, and kids toys.These little bundles of energy can light upyour life in ways you weren’t expecting ifthey are misused or abused.

There are two main types in widespreaduse – lithium metal (disposable) and‘lithium-ion’ (rechargeable).

The lithium metal types are mostly either1.5 V lithium-iron disulphide (Li-FeS2)cells, a direct substitute for carbon-zincand alkaline types; or 3 V lithium-manganese dioxide cells, usually in‘button’ or ‘coin’ configurations. Note –‘cell’ refers to a single unit; a ‘battery’ ismultiple cells connected in (usually) se-ries.

A typical Li-FeS2 cell comprises a steelcase; a lithium metal anode, insulatedfrom the iron disulphide cathode by amicroporous membrane; a lithium saltelectrolyte in an organic solvent; and atop cap/positive terminal. The negativeterminal is the case bottom. The anode,separator, and cathode are long thin lay-ers rolled in a spiral configuration. Twosafety devices are incorporated – a ventvalve provides overpressure relief; and athermistor-type layer beneath the cap

limits or interrupts current flow in theevent of an external short circuit. It isconductive at normal temperatures, butbecomes increasingly resistive whenheated.

Lithium-ion cells are structurally similar,including the safety devices, but use alithium-cobalt oxide anode and carboncathode, and organic solvent electrolyte.Nominal voltage is 3.6. Several cellsmake up the familiar battery packs usedon many electronic devices, and thesebatteries have additional safety devices –temperature sensor, voltage regulatorcircuit, and charge state monitor (a com-puter chip controlling the charging proc-ess). There are literally millions of thesebatteries in use in New Zealand alone.

Some Basic Precautions

Lithium (particularly Li-ion) batteries areknown to have occasionally caused fires,with associated minor explosions. Thebiggest enemy of a lithium battery isheat, and this can be external, or causedby excess current, as in a short circuit.Heating can cause venting of the flamma-ble electrolyte, and if an ignition source ispresent, a potential fire situation exists.In extreme events, the case can rupture,releasing the electrolyte and possiblysmall quantities of highly reactive lithiummetal. Overheating of one cell can have a‘cascade’ effect.

Lithium batteries are classified‘dangerous goods’, and there are restric-tions on their carriage in both carry-onand checked baggage, and as freight.Spare batteries and electrical deviceswith batteries installed should be carriedin hand baggage rather than in checkedbaggage. In the event of overheating orfire, crew can take direct action. Protectspares from short-circuit by using theiroriginal packing or a plastic bag, and keepthem separate from metal objects.

If a battery-powered device must be car-ried in checked baggage, pack it to pre-vent accidental activation, for example,by locking a power tool’s trigger. Crushor puncture damage to a battery must beavoided, because this can cause an inter-nal short in addition to releasing the con-tents.

Shippers, freight forwarders and air-linesshould be familiar with the packaging andcarriage requirements, which are detailedin the ICAO Technical Instructions for theSafe Transport of Dangerous Goods by Airand the IATA Dangerous Goods Regula-tions.

A wealth of technical and safety informa-tion on this topic is available – a websearch using the keywords “lithium bat-teries” will provide any additional infor-mation you may need.

Issue 2, May 2015

LITHIUM BATTERIES

(Story uplifted from Vector January/February 2012 .)

Page 12


WHY LITHIUM BATTERIES KEEP CATCHING FIRE

In the past year rechargeable batteries containing the ele-ment lithium have been in the headlines for all the wrong

reasons. Investigators in Japan are investigating why a lithium-ion battery overheated on a Boeing 787 Dreamliner at Naritaairport. Last year Boeing grounded its entire fleet of the next-generation plane after the lithium batteries on two of theaircraft caught fire. (The 787s returned to the air after beingfitted with a modified system to protect the aircraft againstbattery fires.) Tesla, a maker of electric cars, performed aremote software update to its Model S luxury cars after twofires, which were blamed on road debris damaging the undertray containing the vehicles' lithium batteries. Lithium batter-ies are widely used because of their high energy density: inother words, their ability to store a lot of energy in a light-weight, compact form. But they have a tendency to causeexpensive machinery to go upin smoke.

This is not a new phenome-non, and fortunately it is alsoa rare one. In 2006 millions oflithium-ion battery packsmade by Sony were replacedafter several hundred over-heated and a few caught fire.These batteries were used inlaptop computers producedby a number of manufactures.Since then, production proc-esses have improved and firesremain relatively rare. As ElonMusk, Tesla’s founder, haspointed out that with some30,000 Tesla cars now on theroad, fires have affected onein 10,000 vehicles—whichsounds bad, but the equiva-lent statistic for petrol-powered cars is one in 1,300. And it isnot just lithium batteries that cause fires. Old-fashioned lead-acid batteries can explode too. Nevertheless, lithium batter-ies, now almost ubiquitous in any portable electronic device,need to be treated with caution.

The attraction of a lithium-ion battery is that lithium is theleast dense metallic element, which means that weight-for-weight it can pack more power than other types of battery.But lithium is also a highly reactive substance; it belongs tothe alkali metal group, which contains sodium and potassium,the high reactivity of which will be familiar from school chem-istry classes. Like all batteries, lithium ones consist of twoelectrodes separated by an electrolyte. Typically for a lithiumcell the electrolyte is a solution of lithium salts and organicsolvents. When the battery is charged, lithium ions are drivenfrom the electrolyte into a carbon anode. When the battery is

discharged they flow back, creating a balancing flow of elec-trons in a circuit that powers the device. The trouble comesabout if there is a small fault or damage is caused to the ex-tremely thin separators that keep the elements of the batteryapart. This can lead to an internal short-circuit and a subse-quent build-up of heat. This can trigger what is known as a“thermal runaway” in which the battery overheats and canburst into flame. That can cause adjacent battery cells tooverheat, which is why groups of cells in some battery packs(such as those used in Tesla cars) are kept in separate protec-tive compartments. Lithium batteries can also be damaged byusing them in hot environments, and by excessive dischargingand charging—which is why most lithium batteries containspecial circuits to prevent this. Catching fire if something goeswrong, then, is in their nature.

The two things that will keep lithium-ion batteries relativelysafe are continuous improvements in manufacturing tech-niques and the use of smart control systems to monitor theirtemperature and regulate their charging and discharging.Besides a high energy density, another advantage of lithiumbatteries is that they do not suffer from any “memory effect”,which means they can be partially charged and dischargedmany times without loss of capacity. Running down a lithiumbattery completely, however, can destroy it. So this too hasto be guarded against by the power electronics. Researchersare working on alternative chemistries to the lithium-ion bat-tery which could have even greater energy densities, thoughthey will have quirks of their own and will also require carefulhandling. But for the time being, lithium is king.

Source: Article uplifted by AVSEC from CJ Security Consulting Group Singapore

Page 13


Total screening of all air cargo is adaunting task, and one which is nei-

ther attainable nor necessary. The reasonsreflect the challenges of the air cargo sup-ply chain itself, the diverse customers itserves, and the diverse models of howthey are served.

Certainly, it has been proven that “100%”can be attained in limited circumstances.Specifically, the US mandate for 100%screening of cargo on passenger aircraftwithin, out of and into the US was a legis-lative requirement that had to be met.Within the US, the ability to allow forward-ers and even some shippers to screencargo was attained at a significant cost,one which was borne by industry itself.But it was also accomplished and enabledby an increase of over 400% in the numberof TSA cargo inspectors to ensure compli-ance. The ability to fund that level of over-sight does not exist in too many markets.For inbound US cargo, the mandate wasmet through the adoption of acceptanceof a “certified” validation that the non-USmeasures were deemed commensurate(by TSA) with US programs.

Of course, this only takes into accountthe cargo transported on passenger air-craft. The overall volume carried onfreighters (shipments) far surpasses thatwhich is transported in passenger bellies.Thus, while it might be relatively easyscreen a large shipment through the cer-tified cargo program (supply chainscreening) as is allowed in the US, itwould be difficult, if not impossible, tophysically screen the millions of smallpackages transported daily by expresscarriers. The speed with which theymove also makes effective screeningdifficult. It certainly can be done, but onlyat the cost of lowering the speed withwhich such packages move. This is notsomething which is appealing to consum-ers, who demand instant gratification intoday’s “e-commerce” world. The latter isfurther complicated by the dramatic in-crease in packages moving via the postalstream, which still ends up on passengeror freighter aircraft.

However, 100% may not be necessary, andregulators are beginning to take an evenmore serious look at this. In essence, withthe addition of more shipment informa-

tion, (such as shipper, consignee and otherinformation), tendered earlier in the trans-port process, regulators can use a risk-analysis format to determine which indi-vidual shipments may need a higher levelof screening, while others may not need asclose a look. Think in terms of automatedpassport analysis enabling “no fly” (orother) measures, or even TSA’s “Pre-Check” in the US. The concept behind pre-check is that a great deal of information isknown already about the passenger(submitted earlier for vetting), and thusthey are subjected to less stringent meas-ures, while other passengers get the fullinspection. Ultimately, this should enablethe vast majority of passengers to movevia pre-check, and the same equationwould apply for cargo. The full impact ofthis is still to be determined, as these Ad-vance Data regimes (ACAS in the US, PRE-CISE in the EU, and PACT in Canada), arestill only in the pilot phase. What is cer-tain, however, is that shipment data willneed to be more accurate, timelier, andmore complete, and the IT programmingto connect all of this may well also lead toadditional costs for industry.

There is no doubt that the air cargo supplychain has invested millions of dollars intoan already high priced avenue of trans-port. The infrastructural requirements tosupport increasing (and evolving) regula-tory procedures, as well as the supportrequirements to physically manage theflow of cargo to satisfy various regulatorybodies, have expanded.

These costs include not only the expensiveequipment, but also extensive and on-going management oversight, as well assignificant and on-going training/re-training of employees. This applies notonly to the screening process and equip-

ment, but also toward managing the evercomplex security programs issued by regu-lators (in some cases several inches thick!).

As an example, in the IT arena, industrymust now also worry about providingthings such as advance data for regulatorytargeting analysis. Additionally, in manycases, we must spend valuable IT timecompiling statistical reports for regulators’compliance use. The challenge for industryis that in both cases, much of this still op-erates the way it did “back then”, usingdata sets and programs created in IT silosat each company. We must continue tolook at how this can be managed moreefficiently. Newer concepts such as sharedcloud environments may be at least part ofthe answer, but at whose cost? And inmany companies, it is probably still diffi-cult to find IT managers who come out infavor of outsourcing their own jobs. Thetendency to “program it internally” stillsurvives, and as a result, connecting all ofthese proprietary systems 1:1 to numer-ous government IT systems adds cost toboth sides of the equation. Global regula-tory bodies have the same challenge find-ing common data requirements and chan-nels that might make it easier for the in-dustry to operate on a shared platform.

Similarly, the costs and requirements forlabor and valuable personnel resourceshave changed dramatically. To remainvigilant (and compliant ) now, companiesglobally have had to invest in additionalpersonnel to support audit, paperworkand reporting requirements from multipleregulatory bodies – often covering thesame types of information but in differingformats. The updated EU ACC3 require-ments are but one example of the collat-eral costs this process entails. Simplifyingand standardizing processes would go along way toward cost reduction in theseareas .To remain competitive and viable,industry must continue to explore ways tostreamline and reduce these costs. Thefact we have done so much already to addmandated security programs at our owncost, yet remain competitive, speaks wellof the flexibility and adaptability of ourindustry.

Source: Article uplifted by AVSEC from SecurityOn Guard ; CJ Security Consulting Group .Up PTELtd, Singapore

Issue 2 , May 2015

SECURITY—THE GREATEST CHALLENGE FOR THE AIR CARGO INDUSTRY

Page 14


CONGRATS FIJI AIRWAYS—ARRIVAL OF B737-800

Cessna owners are getting a safety dividend from theSIDS (supplemental inspection documents) inspections

that are now mandatory on propeller-driven Cessna aircraft.It has been reported that there are reports of serious prob-lems discovered during SIDS inspections. They includecracked wing struts and horizontal stabiliser spars, crackedfuselage bulkheads, corroded wing spars and several cases ofcracks in nose landing gear. Authorities around the worldhave mandated the compliance with SIDS and other manufac-turer’s supplemental or structural inspection documents. Fiji

will soon follow suit, thus making all of Cessna’s 100, 200, 300and 400 series aircraft to complete a series of structural in-spections developed by the manufacturer. However, Fiji Op-erators are already taking necessary steps to include the SIDSinspections into the Aircraft maintenance Schedules of theaffected aircraft, taking advantage of the extended deadlinesfor the inspections.

SIDS were developed by Cessna and the United States FederalAviation Administration due to concerns that critical principalstructural elements of aircraft are susceptible to fatigue orcorrosion damage. In many cases these components have notbeen inspected since the aircraft were manufactured, decadesago. The structural inspection program, which complementsexisting scheduled maintenance, requires a detailed inspectionof a range of structural areas such as wing spars, wing attach-ment points, strut attachments, rudder bars and attachmentpoints and horizontal stabiliser attachment points.

SIDS inspections are mandatory for all types of maintenancesystems – whether an aircraft is maintained according to theSMP 9 or SMP 19 schedule of maintenance.

(Source/Reference: flightsafetyaustralia.com, retrieved fromhttp://www.flightsafetyaustralia.com/2014/12/sids- program-finds-dangerous-

defects/)

SIDS PROGRAM FINDS DANGEROUS DEFECTS

Page 15


AVSEC CARGO AND MAIL SECURITY COURSE

The Civil Aviation Authority of Fiji (CAAF) AviationSecurity and Facilitation Department conducted

the Aviation Security Cargo and Mail Security Coursefrom 16th – 20th March 2015 at CAAF Training Room.

This AVSEC Cargo and Mail Security course has been de-veloped to provide aviation security personnel with theknowledge and skills to enable them to coordinate andsupervise implementation of Security measures withintheir airports utilising Approved Regulated Agents Secu-rity Programmes and Standard Operating Proceduresbased on Annex 17 – Security and ICAO Doc 8973(Security Manual).

The course was attended by 11 participant from Wil-liams and Gosling Limited, Carpenters Airfreight Limited,DHL Gobal Forwarding, Air Terminal Services Limited andDHL Express Fiji Airways Airfreight. Limited.

The objective of the course have been designed to enableparticipants to;

Appreciate the purpose of security measures for theprotection of cargo and mail

Understand the nature of threat to civil aviation

Understand the air cargo secure supply chain

Understand the role of the appropriate authorityand operators,

Apply appropriate security control to cargo and mail

Apply appropriate security control to cargo facilities,vehicles and transport, containers and equipments.

Respond appropriately to a security incident.

In recent years the global aviation industry has continued tosee terrorist threats to the security of the travelling public,airlines and aircrafts. Acts of unlawful interference have alsooccurred at airports and airlines and cargo facilities at off-locations.

The counter measures against these act can be effective onlyas long as the people responsible for protecting the industrycarry out their jobs diligently

This course trained the personnel to assist in the implementa-tion of aviation security preventive measures in accordance withappropriate aviation security programmes and internationalaviation security standards and recommended practices.

(This course was conducted by AVSEC Department.)

Solution for

Cross word Puzzle

Published in

Issue 1’2015

Disclaimer

The Aviation Safety Bulletin (ASB) is a free publication.CAAF does not invite reliance upon, nor accept responsibility for, the information it provides. CAAF makes every effort to provide a high qualityservice. However, neither CAAF, the Government of Fiji, nor the providers of materials and information in the ASB, give any guarantees, under-takings or warranties concerning the accuracy, completeness or up-to-date nature of the information provided. Readers should confirm informa-tion from another source if it is of sufficient importance for them to do so. Neither CAAF, the Government of Fiji, nor the providers of materialsand information, give any guarantees, undertakings or warranties concerning the content of this bulletin.

Page 16


HEALTH TIPS—KNOWING SOMEONE HAVINGSTROKE ? THINK …. F.A.S.T.

SOME THINGS WERE NEVER MEANT TO FLY

F .A.S.T. test as an easy way to remember the most common signs of stroke.

Using the F.A.S.T. test involves asking these simple questions:

A Stroke is always a medical emergency. Recognise the signs of stroke and seekmedical assistance immediately.

A stroke is not a heart attack. A stroke happens when the supply of blood to the brain is sud-denly interrupted. Some strokes are fatal while others cause permanent or temporary disability.

The longer a stroke remains untreated, the greater the chance of stroke related brain damage.Emergency medical treatment soon after symptoms begin improves the chance of survival andsuccessful rehabilitation.

Facial weakness, arm weakness and difficulty with speech are the most common symptoms orsigns of stroke, but they are not the only signs. Other signs of stroke may include one, or a com-bination of:

Weakness or numbness or paralysis of the face, arm or leg on either or both sides of thebody

Difficulty speaking or understanding Dizziness, loss of balance or an unexplained fall Loss of vision, sudden blurring or decreased vision in one or both eyes Headache, usually severe and abrupt onset or unexplained change in the pattern of head-

aches Difficulty swallowing

The signs of stroke may occur alone or in combination and they can last a few seconds or up to24 hours and then disappear.

When symptoms disappear within 24 hours, this episode may be a mini stroke or TransientIschaemic Attack (TIA).

Face Check their face. Has their mouth drooped?

Arms Can they lift both arms?

Speech Is their speech slurred? Do they understand you?

Time Is critical. If you see any of these signs call 000 straight away.

Documents

ISO 9001:2008 Certified AVIATION SAFETY BULLETIN Safety... · 2015-06-04 · Ear Block The ear is com-posed of three sections. The outer ear is the auditory canal and ends at the