History For Aircraft Investigation Aviation

History For nisuscraft investigate gentle windFlying is princip every last(predicate)y a safe and fast method of transportation, precisely misfortunes always extend whether through human error, mechanical failure, or wrong activity. Over the last two decades, thither sustain been m whatsoever smutty aircraft contingencys per year worldwide. These, and lesser soliduss, have to be investigated scientificlaimy in couch to gain important lessons ab let out aircraft performance and precaution device.The Inter content Civil gentle wind Organization (ICAO) requires that a accomplished aircraft adventure be investigated by an freelancer body be longing to the country where the accident took place. Each country has its receive organization taking responsibility for this in the United states, it is theNational channelation resort Board(NTSB) in the United Kingdom, it is the Air accidents probe Branch (AAIB) and in Malaysia it is the discussion section of Civil air manship. The shoot for of the investigating is to find out why the accident happened and how similar events might be avoided in the future(a), instead than to manage blame. The jurisprudence will be tough in the investigation if sabotage or some(prenominal) some new(prenominal) form of criminal activity is suspected, and the military generall(a)y looks into accidents involving service aircraft.My search is about the air disaster investigation physical process for Malaysia on the matter of the procedure step, ensuant statistic, comparison between the Malaysian investigation procedures with other region.History for aircraft investigationThe procedures for air accident investigations were scratch line laid down in 1928 by the US National informative committee for Aeronautics. They required air accident investigators to consider the immediate and primal factors of an accident in run to establish and apportion blame for its occurrence. A credit system was put in place t hat weighted causative factors according to their overall culpability for example, an accident could be regarded 70% the consequence of pilot error and 30% the result of environmental factors.( New Zealand Air Line Pilots Association, 2009)In 1944 the Chicago Convention drafted a set of procedures and processes to rank the burgeoning supranational civil tune industry. Included in these procedures were rules concerning the responsibilities of contracting states in the event of an aviation accident on their soil. These standards and recommended practices were developed by the diagonal investigating Division between February 1946 and February 1947, and were later designated as append 13 of the convention. The convention allowed states to generate their own rules for accident investigation, so as long as the core practices of Annex 13 were incorporated and investigative practices align with ICAO Doc 9620, the Manual of Aircraft stroking Investigation.( New Zealand Air Line Pil ots Association, 2009)The aboriginal focus of Annex 13 differed from that of the US National Advisory Committee for Aeronautics in 1928 it was no longer to find fault and apportion blame for an aircraft accident, barely to provide a mechanism by which participants in the industry pilots, aircraft manufacturers and regulatory agencies could learn from their mistakes.( New Zealand Air Line Pilots Association, 2009) misadventure TrendIn recent days, proceed and culture in wisdom and technology have made dramatic contributions to human society. However, these same maturement have given rise to m either new typecast of dangers, and a massive increase in loses that would have been in conceivable in the past. (Masako Miyagi, 2005)This trend is by no means an indication of c belessness on the part of the individuals involved rather, it could be considered an indication that the methods used to implement traditionalistic safety peckers in the past have r for each oneed a limit o f effectiveness. This is because the some basic safety measures taken in the past were limited to reprimands and punishments targeting the mortal responsible for(p) for the accidents, and improvements to mechanical aspects stemming from the result of accident investigations. Such accident investigations position an emphasis on technical analysis of events in accidents that had already occurred, and for this lawsuit there is no question that they contributed to a sharing of important instruction regarding the mechanical aspects of these accidents, that this information was put to use in devising improvements, and that of import results were archived through this process. (Masako Miyagi, 2005)Human organisms are able to develop and increase their abilities to some extent through education and training. The fact remain, however, that it is extremely difficult to pose the information on human aspects of accidents that would be required to implement much(prenominal) training, because the people most directly involved whitethorn have been killed in the accident, or may be reluctant to come forward for fright of being held responsible. There are definitive limitations to approach described higher up even if all the relevant information in obtained namely that when canvas are made into accident prevention measures establish on accident investigations, the investigations can only begin after the accident has occurred. Further much, the improvement measure based on accident investigations will only be of economic value in preventing the re-occurrence of accidents that are identical to those on which the measures were originally based. (Masako Miyagi, 2005) Graf below showed that, by years to years, more accident happen because of human carelessness rather than mechanical failure. By times go by the percentage being increasing. transfer 1.1(Masako Miyagi)Boeings statistical summaryThere are some(prenominal) reliable sources of accident data. One of the mos t easily accessible accident databases is maintained by Boeing, which publishes an annual Statistical Summary of commercial viridity Airplane Accident. Another good sources document is the International Air Transport Association (IATA) prophylactic Board Record(Jet), withal published annually.( horse parsley T.Wells and Clarence C.Rodrigues, 2004) take away losses were also analyzed according to the phase of dodging in which they occurred (Graft 1.2). After the combined approach and lading phases, the next greatest numbers hull-loss accident occurred in the combined phases from landing through initial climb. Cruise, which accounts for about__ of flight time in a 1.5 hour flight, occasioned only 6% of hull-loss accidents.( Alexander T.Wells and Clarence C.Rodrigues, 2005)The summary also considered primary cause factor for commercial operations hull-loss accidents for the purpose 1990-1999(Graft1.3). For accidents with known causes, flight crew were considered the primary cause in most 67% over the 10 years periods.( Alexander T.Wells and Clarence C.Rodrigues, 2005)Graft 1.2 Phase of flight in hull-loss accident, all aircraft, worldwide commercial resinous fleet(1990-1999) (Boieng commercial airplanes Group)Graft 1.3 Primary causes factors (as determined by the psychoanalyse authority) in hull-loss accidents, all aircraft, worldwide commercial Jet fleet(1990-1999)(Boeing commercialised Airplanes Group) map below showed about accident categorizes by airplane multiplication for the period 1990-1999 (Table 1.1). Most accidents occurred on landing, with 157 out of 385 for the 10-years period. Interestingly, most landing accident involved current generation aircraft. (Alexander T.Wells and Clarence C.Rodrigues, 2005)Type of incidentGenerationFirst morselEarly Widebody contemporarytotalControlled flight into terrain51731136Loss of control8721230Midair Collision112In-Flight fire12115 burn down tank explosion112off end on landing71732249Off side on Landing320 31137 toilsome landing31553255 set down short491216 flip collapse/fail/up8821331Ice/snow336Fuel management/exhaustion2417Windshear1113Takeoff configuration1113Off side on takeoff11338Runway Incursion fomite/people511016Wing switch22Engine Failure/Separation324110Ground collision22610Ground Crew brand3227Boarding/deboarding224Turbulance compulsion1113Miscellaneous12238Fire on ground12328aircraft structure2226Unknown1337Refused take-off end363214 get along5413449148385Table 1.1 Accident categorizes by airplane generation for the period 1990-1999 (Alexander T.Wells and Clarence C.Rodrigues,2005)*Miscellaneous Accidents-Coffee Maker Explosion-Fuel spill-Instrument error-Hypoxia-Jet dissipate-Pilot incapacitated-Taxied across ditch-Window fail-Tailstrike/RTO-other(Alexander T.Wells and Clarence C.Rodrigues)Graft 1.4 Accident categorizes by airplane generation for the period 1990-1999 (Alexander T.Wells and Clarence C.Rodrigues)GenerationAircraft TypeFirstComet 4, 707/720,DC-8,CV-880/ -990,CaravelleSecond727,trident VC-10,BAC 1-11,DC-9,737-100/200,F-28Early widebody-100/-200/-300/SP, DC-10,L-1011,A300Current MD-80,767,757,A310,Bae 146, A300-600, 737-300/-400/-500,F-100,A320/310/321, 747-400,MD-11,A340,MD-90,777,737NG,717Table 1.2 Aircraft by generation (Alexander T.Wells and Clarence C.Rodrigues)Graft 1.5 Accident Categories by airplane generation, all accidents, worldwide commercial jet operations. (1990-1999).(Boeing Commercial Airplanes Group)1.2 Problem renderingThe problem with the current situation is, even purview so m either precaution have been make, but air disaster windlessness happen. Is there any way to prevent this disaster to happen? Each country had theirs own investigation team. But after the investigation, still have some aircraft that crash and involve a mass casualty.This research will study about the limitation of the investigation body if there is an air crash or air disasters occur in or outside of the investigation body region.1.3 Objec tives of researchThe main objectives of this thesis are to make a research upon the investigation procedure and type of accident happen in Malaysia and throughout the world. These are several more objectives of the stick out Compare the investigation procedure between America and Malaysia.To understand the thought of how the air disaster investigation procedure.To prove that aircraft investigation can heart-to-heart air disaster. Making a survey about the awareness of the investigation procedures. To know the party that involved in board of investigation rules and prescript in Malaysia1.4 Research scope This thesis will go through the ICAO annex 13, Aircraft Investigation Procedure Manual and MCAR Part 12 to study the exact procedure of the Aircraft Investigation Procedures.Chapter 2 Literature Review2.1 existenceThe Chicago Convention on International Civil tune ceremonious the International Civil Aviation Organization (ICAO) as a specialise aviation department at heart the United Nations. ICAO Annex 13 defines and directs requirements forAircraft Accident and Incident Investigationprocedures. As a result most nations or pool of nations have some form of air regulating body which later contains an investigation division.Unfortunately not all agencies are created equally and national differences exist which influencefactual results in accident investigation. Six areas have been presented as a hindrance to proper investigative techniques in a paper by Dr. Horacio A. Larrosa of the International Society of Air natural rubber Investigators (ISASI)Accident and Incident procedures in genus Argentina MO4131. Expertise and Experience Investigative Budgets Political and Religious Influence and Beliefs Nepotism and Cronyism inscription and Desire National Pride or Prejudice2.2 Internationally reckon Players 2.2.1 National transport gumshoe Board (NTSB)The National Transportation Safety Board is an independent federal agency betokend with determining the presumptive cause of transportation accidents and promoting transportation safety, and emboldening victims of transportation accidents and their families. The NTSB investigates accidents, conducts safety studies, evaluates the effectiveness of other government agencies programs for preventing transportation accidents, and reviews the appeals of enforcement actions involving aviation and mariner certificates issued by the Federal Aviation Administration (FAA) and the U.S. Coast Guard (USCG), as well as the appeals of civil penalty actions taken by the FAA.(NTSB,2002)To help prevent accidents, the NTSB develops safety recommendations based on our investigations and studies. These are issued to federal, state, and local government agencies and to industry and other organizations in a position to improve transportation safety. Recommendations are the focal mention of the NTSBs efforts to improve the safety of the nations transportation system. (NTSB,2002) NTSB MissionTo promote t ransportation safety by maintaining our congressionally mandated independence and objectivity conducting objective, precise accident investigations and safety studies do fair and objective airman and mariner certification appeals and advocating and promoting safety recommendation. And to assist victims of transportation accidents and their families.2.2.2 European Aviation Safety Agency (EASA) European Aviation Safety Agency has been the cornerstone of the European Unions aviation safety programs for years however, accident investigation has been the legal power of each individual member state. In 2009 the EU outlinedthe requirementsto establish a better and more uniform gauge of accident investigations across the EU. It will establish the rules for accident investigation for all states controlled by a central EU body in the tight fitting future. (EASA,2011) The EASA has become the competent Community Aviation Authority for the safety of aviation underBasic Regulation 1592/2002 th us, it may be the recipient of safety recommendations interrelated to the areas of its responsibilities. Furthermore, ICAO Annex 13 provides that the bow of Design and the allege of Manufacture shall each be entitled to appoint an accredited representative because of the function that have been attributed to each of those States with respect to the airworthiness of aircraft under Annex 8. Therefore, as the EASA is now in charge of the airworthiness, is shall be represented in Safety investigation in order to fulfil its obligation.(EASA,2011)Under both, international and community law, all safety recommendations must(prenominal) be taken into full consideration by the entity to which they are addressed. In addition, in the preamble of theBasic Regulation 1592/2002it is stated that the results of the accident investigations should be acted upon by the EASA, as a matter of urgency in particular when, they relate to defective aircraft design or operational matters. ( EASA,2011)To su ccessfully discharge its responsibilities in this area, the EASA has included in its organ gram an Accident Investigation Section. It is responsible for the follow-up of occurrences where the Safety has been endangered. (EASA,2011)Its main devoted tasks are To follow the progress of aircraft accidents and incidents investigations, To be represented in investigations and collect information related to occurrences, To execute the processing of Safety Recommendations addressed to the Agency, To provide progress notifys and statistics on the Safety Recommendations processing, To maintain a good coordination with European Accident Investigation Bodies, To find safety deficiencies and disseminate related information. 2.2.3 The European trinity (E3)The European Three are combination of the safety bureau in Europe, there are the Air Accidents Investigation Branch ( AAIB) of England, French Air Accident Investigation Bureau ( BEA France) and Aircraft Accident Investigation Bureau (AAIB S witzerland) are recognized as world leaders in several accident investigation areas. non only do they aid nations of the EU in investigations but also non EU nations that have accidents involving aircraft manufactured in Europe, European registered aircraft, accidents occurring in any nation that was a colony of one of the EU member states and any nations requesting help. 2.2.4 Australian Transport Safety Bureau (ATSB)Australian Transport Safety Bureau has gained a reputation as Oceana and Asias air accident investigating body. They are investigators in most of the small island nations of the South and Central peace-loving or whenever requested by other nations. Australias development as a nation through the twentieth century was closely linked to the development of the aviation industry. This industry has helped us overcome vast internal distances and geographic isolation from the rest of the world.(ATSB, 2011)The ATSB is responsible for the independent investigation of accidents and incidents involving civil aircraft in Australia. The ATSBs primary focus for its investigations is fare-paying passenger operations. However, all accidents and incidents related to flight safety in Australia or involving Australian registered aircraft overseas must be account to the ATSB. While the ATSB does not investigate all of these, it still needs to be notified so that the data can be recorded for possible future safety research and analysis. (ATSB,2011)2.2.5 Transportation Safety Board of CanadaThe Canadian Transportation Accident Investigation and Safety Board (TSB) has emerged as the leader in South and Central America. Similar to Australia the small population nation that is firm to ICAO, works in close coordination with the larger NTSB in the USA. However, viewed as an alternate(a) to Washington many Latin American nations work directly with Canada out of desire, security or necessity.(TSB, 2010)Summaries Most nations have the required ICAO investigative agencies but the variations between countries are still very strong. The positive factor for international accident investigation is that many investigators within these nations are willing to call upon each other and aid their work. Working together in the vast majority of air accidents, the public has a good chance of obtaining the trueness about accidents within their borders.2.3 DefinitionBefore going through a little further, these are some definition that being use in the investigation for any accident or incident that happen. All definition are taken from ICAO , 2001, Annex 13, MCAR part 12 and NTSB 2002, Aircraft accident Investigation Manual. 2.3.1 Aircraft Accident An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which a person is fatally or seriously injured as a result of being in the aircraft or direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or direct exposure to jet blast. The aircraft sustains ill-use or structural failure which is adversely affects the structural strength, performance or flight characteristics of the aircraft, or the aircraft is missing or is completely inaccessible.2.3.2 Aircraft Incident An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation.Serious incident An incident involving circumstances indicating that an accident nearly occurred.2.3.3 Investigation A process conducted for the purpose of accident prevention which includes the gathering and analysis of information, the drawing of conclusions, including the determination of causes and, when appropriate, the making of safety recommendations.2.3.4 Investigator in charge A person charged, on the basis of his or her qualifications, with the responsibility for the organization, cond uct and control of an investigation.2.3.5 Chief tester The Chief quizzer of Air Accidents and includes any deputy chief inspector2.3.6 InspectorAperson appointed as an Inspector of Air Accidents 2.3.7 Field Investigation An investigation which is not intended to be the subject of a report by an Inspector to the Minister.2.3.8 Formal Investigation An investigation which is intended tobe the subject of a report by an Inspector to the Minister.2.3.9 Serious InjuryAn stain which is sustained by a person in a reportable accident and whichRequires his stay in hospital for more than forty-eight hours commencing within seven days from the date on which the injury is received results in a fracture of any bone except simple fractures of fingers, toes or nose. involves lacerations which cause severe nerve, muscle or tendon damage involves injury to any internal organ or involves second or triad degree burns or any burns affecting more than five per centum of the surface of the body.2.3.10 Aircraft. Any machine that can derive frequent in the atmosphere from the reactions of the air other than the reactions of the air against the earths surface.2.3.11 Causes. Actions, omissions, events, conditions, or a combination thereof, which led to the accident or incident.2.3.12 Flight recorder. Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation.2.3.13 maximum mass. Maximum certificated take-off mass.2.3.14 Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft operation2.3.15 Preliminary Report. The communion used for the prompt dissemination of data obtained during the early stages of the investigation.2.3.16 Safety recommendation. A proposal of the accident investigation authority of the State conducting the investigation, based on information derived from the investigation, made with the intention of preventing accidents or incidents.2.3.17 State of Design.The State having jurisdiction over the organization responsible for the type design2.3.18 State of Manufacture.The State having jurisdiction over the organization responsible for the final assembly of the aircraft2.3.19 State of Occurrence. The State in the territory of which an accident or incident occurs.2.3.20 State of the Operator. The State in which the operators principal place of business is located or, if there is no such place of business, the operators permanent residence.2.3.21 State of Registry. The State on whose register the aircraft is entered.2.4 Investigation Responsibility for Instituting and Conducting the investigation.( ICAO , 2001)2.4.1 Accidents or incidents in the territory of a contracting state.State of OccurrenceThe State of Occurrence shall institute an investigation into the circumstances of the accident and be responsible for the conduct of the investigation, but it may delegate the whole or any part of the conducting of such investigation to another State by mutual ar rangement and