Wewe Mbunge uliyepanda Leo Ndege ya ATCL iliyoshindwa Kutua Bukoba kulikoni unayelalamika Mitandaoni uko peke yako tu wakati Abiria mliopanda ni wengi?
au labda mnadhani wenye Akili Kubwa na Kuwazidi akina GENTAMYCINE hatutojua kuwa AGENDA mnayotaka Kutuaminisha hapa ni kwamba tatizo la Ajali ya Ndege ya Precision Air Wiki iliyopita haikutokana na Uzembe wa Mamlaka ya Uwanja wa Ndege Bukoba ( uliyo chini ya Serikali nikimaanisha Wizara ya Ujenzi na Uchukuzi ) na kwamba ilitokana na tatizo la Hali mbaya ya Hewa ( Mvua na Upepo ) kwa Kipindi hiki?
Kwahiyo Wenyewe mkaona leo mje na hii Sinema mpya kwa Kutumia Ndege ya Serikali Kiumiliki ( ATCL ) kisha kwenda nayo hadi Bukoba na kujifanya imeshindwa Kutua kutokana na Hali mbaya ya Hewa na kurudi Mwanza Ili mtuaminishe kuwa ile Ndege ya Precision Air ( inayomilikiwa na Kampuni Binafsi na siyo ya Serikali kama ATCL yenu ) kuwa kuanguka Kwake vile Majini hakukutokana na labda Hujuma ya Kiushindani au Uzembe wa Watu wa Control Tower Bukoba Airport na kwamba ni tatizo tu la Hali mbaya ya Hewa kwa sasa Bukoba.
Kwa kifupi mnachokifanya na Kuhangaika nacho kwa sasa ni Kutuandaa Kisaikolojia Watanzania kwa Ripoti yenu ya Uchunguzi wa Ajali ya Ndege ya Precision Air ambayo wenye Akili Kubwa Kuwazidi tumeshajua kuwa sababu Kuu mtakayokuja nayo ni Changamoto ya Hali mbaya ya Hewa kwa sasa Jijini Bukoba ( Mkoani Kagera ) na kwamba haikutokana na Uzembe wenu ( hasa wa Mamlaka husika ) hapo ( pale ) Bukoba Airport.
Mwambieni aliyeiandaa hii Script yenu ya hii Sinema yenu ya Kipuuzi na Kitoto kuwa GENTAMYCINE namwambia kuwa hana Akili na kama wako wengi walioiandaa pia waambie nawaambia hawana Akili.
Mkuu,
Umesema ukweli mtupu nami naongezea
Common Causes of Aviation Accidents
- Pilot Error – Pilot error is the most common cause of aviation accidents. ...
- Mechanical Error – Mechanical errors are the second leading cause of aviation accidents, accounting for 22% of all crashes. ...
- Inclement Weather – Inclement weather is the cause of 12% of aviation accidents.
- Climate action failure as the most severe risk facing the world
- Takeoff and landing are statistically more dangerous than any other part of a flight. 49% of all fatal accidents happen during the final descent and landing phases of the average flight, while 14% of all fatal accidents happen during takeoff and initial climb.
- During takeoff and landing, pilots have less time to react to problems because they're on or close to the ground and moving quickly.
- Collisions with ground personnel. Overshooting a runway can cause a collision with ground crews or vehicles that were not cleared to cross the tarmac.
- Bad weather. Poor weather conditions may make it more difficult for a pilot to control speed or keep the plane level when in close proximity to the ground.
- Collisions between planes. Airplane collisions may occur during taxiing, from poor visibility during descent, or if two planes are directed to the same runway during takeoff and landing.
- Rough landings that cause injuries inside the aircraft. A pilot may be able to avoid collisions during takeoff and landing, but evasive action can still cause trauma to passengers. Many falling luggage injuries and blunt trauma incidents occur as a result of rough landings, turns, or sudden drops in altitude.
It is strictly advised to postpone takeoff or landing at an airport which is evidently hampered with external risk factors/hazards such as lighting, storms, dense fogs, dense rainfall, mountainous landscape, uneven landing or takeoff surface.
Is Landing in Water Safer?
When landing in the water, there are a lot of extra variables that pilots must deal with the execute a safe landing. So, if you were given a choice of either landing on water or land, try landing on land first. Landing on water is always a last resort as it is extremely dangerous. Ditching is a controlled emergency landing on water. It can be caused by almost anything, but usually it's because of engine failure or running out of fuel. Pilots only decide to ditch an aircraft when there is no better alternative. A ditching is an intentional water touchdown under control, not an uncontrolled crash. Landing in water seems to cause complications with breathing and also with the ability to swim if limbs are broken or consciousness is lost. sing the body's natural buoyancy is a better strategy. If you have a flotation device of some sort—a seat cushion or buoyant debris—just hang on tight. If not, you should float on your back with arms and legs extended. This technique won't work in rough seas, though, because waves will constantly crash onto your face.
Hazards and Risk Identification for Airplane Accident Prevention
- Underlying factors
- Immediate factors
- Root causes
Mitigating Measures should be put in place prior to the accident happening to prevent it or alleviate the adverse impact leading to fatality
Preparedness for emergence airplane landing
Procedures in preparation for emergence water ditching by airplane
Rejected takeoff with reasons
Liability during takeoff and landing accidents
- Pilots. Pilots must be extremely skilled at flying in all kinds of conditions, and must be able to stabilize the aircraft during approach and descent. An investigation must be made to determine if the pilot was distracted, intoxicated, or performed an action without authorization from ground crews.
- Airplane manufacturers. Equipment failure is often a factor in fatal airline accidents, particularly engine failures, problems with electrical systems, and landing gear malfunction. Injured passengers may be able to file a product liability claim against manufacturers of a defective aircraft or its component parts.
- Mechanics and maintenance crews. Third-party maintenance crews could be held liable for injuries caused by failure to adequately repair or replace broken components, or the inability to identify a defect in a commissioned aircraft.
- Air traffic controllers. Air traffic controllers may be liable for accidents where planes were not spaced with the required minimum separation or if an aircraft was cleared to take off or land on a closed or incorrect runway.
- Airlines. Commercial airlines are ultimately responsible for the safety of their passengers and employees under the common carrier rule. Takeoff and landing incidents may be traced back to an airline’s unsafe operating procedures, allowing aging or outdated planes to remain in service, or failure to properly train its employees.
- Landing ground authority: The responsible airport management must ensure there is fully equipped control towers and control staff deployed with relevant competence to correctly direct the pilot during takeoff and landing. If the infrastructure are inconsistently manned with the well skilled control crews the authority is fully responsible of the consequences.
Twelve steps on how to safely land down
Airport Landings.
Look for features around the airport or approach path that can be used in determining depth perception. Buildings, towers, vehicles or other aircraft serve well for this measurement. Use something that will provide you with a sense of height above the ground, in addition to orienting you to the runway.
Be cautious of snowdrifts and snow banks - anything that can distinguish the edge of the runway. Look for subtle changes in snow texture or shading to identify ridges or changes in snow depth.
Off-Airport Landings.
In the event of an off-airport landing, pilots have used a number of different visual cues to gain reference. Use whatever you must to create the contrast you need. Natural references seem to work best (trees, rocks, snow ribs, etc.)
Over flight.
Use of markers.
Weighted flags.
Smoke bombs.
Any colored rags.
Dye markers.
Kool-aid.
Trees or tree branches.
It is difficult to determine the depth of snow in areas that are level. Dropping items from the aircraft to use as reference points should be used as a visual aid only and not as a primary landing reference. Unless your marker is biodegradable, be sure to retrieve it after landing. Never put yourself in a position where no visual references exist.
Abort landing if blowing snow obscures your reference. Make your decisions early. Don't assume you can pick up a lost reference point when you get closer.
Exercise extreme caution when flying from sunlight into shade. Physical awareness may tell you that you are flying straight but you may actually be in a spiral dive with centrifugal force pressing against you. Having no visual references enhances this illusion. Just because you have a good visual reference does not mean that it's safe to continue. There may be snow-covered terrain not visible in the direction that you are traveling. Getting caught in a no visual reference situation can be fatal.
Flying Around a Lake.
When flying along lakeshores, use them as a reference point. Even if you can see the other side, realize that your depth perception may be poor. It is easy to fly into the surface. If you must cross the lake, check the altimeter frequently and maintain a safe altitude while you still have a good reference. Don't descend below that altitude.
The same rules apply to seemingly flat areas of snow. If you don't have good references, avoid going there.
Other Traffic. Be on the look out for other traffic in the area. Other aircraft may be using your same reference point. Chances are greater of colliding with someone traveling in the same direction as you, than someone flying in the opposite direction.
Ceilings. Low ceilings have caught many pilots off guard. Clouds do not always form parallel to the surface, or at the same altitude. Pilots may try to compensate for this by flying with a slight bank and thus creating a descending turn.
Glaciers. Be conscious of your altitude when flying over glaciers. The glaciers may be rising faster than you are climbing.
Reporting Radio/Radar Altimeter Anomalies
Background.
The radio altimeter (also known as radar altimeter or RADALT) is a safety-critical aircraft system used to determine an aircraft's height above terrain. It is the only sensor onboard the aircraft capable of providing a direct measurement of the clearance height above the terrain and obstacles. Information from radio altimeters is essential for flight operations as a main enabler of several safety-critical functions and systems on the aircraft. The receiver on the radio altimeter is highly accurate because it is extremely sensitive, making it susceptible to Radio Frequency Interference (RFI). Harmful RFI in the C-band portion of the spectrum could impact the functions of the radio altimeter during any phase of flight—most critically during takeoff, approach, and landing phases. This could pose a serious risk to flight safety.
Installed radio altimeters normally supply critical height data to a wide range of automated safety systems, navigation systems, and cockpit displays. RFI affecting the radio altimeter can cause these safety and navigation systems to operate in unexpected ways and display erroneous information to the pilot. RFI can interrupt, or significantly degrade, radio altimeter functions—precluding radio altimeter-based terrain alerts and low-visibility approach and landing operations. Systems of concern include Terrain Awareness Warning Systems (TAWS), Enhanced Ground Proximity Warning Systems (EGPWS), and Traffic Collision Avoidance Systems (TCAS), to name a few. Pilots of radio altimeter equipped aircraft should become familiar with the radio altimeter's interdependence with the other aircraft systems and expected failure modes and indications that may be associated with harmful interference.
Actions. Recognizing interference/anomalies in the radio altimeter can be difficult, as it may present as inoperative or erroneous data. Pilots need to monitor their automation, as well as their radio altimeters for discrepancies, and be prepared to take action. Pilots encountering radio altimeter anomalies should transition to procedures that do not require the radio altimeter and inform Air Traffic Control (ATC).
Inflight Reporting. Pilots should report any radio altimeter anomaly to ATC as soon as practical.
Post Flight Reporting.
Pilots are encouraged to submit detailed reports of radio altimeter interference/anomalies post flight as soon as practical, by internet via the Radio Altimeter Anomaly Reporting Form at
https://www.faa.gov/air_traffic/nas/RADALT_reports/.
The post flight pilot reports of radio altimeter anomalies must contain as much of the following information as applicable:
1. Date and time the anomaly was observed;
2. Location of the aircraft at the time the anomaly started and ended (e.g., latitude, longitude or bearing/distance from a reference point or navigational aid);
3. Magnetic heading;
4. Altitude (MSL/AGL);
5. Aircraft type (make/model);
6. Flight Number or Aircraft number;
7. Meteorological conditions;
Type of radio altimeter in use (e.g., make/model/software series or version), if known;
Event overview;
Consequences/operational impact, (e.g., impacted equipment, actions taken to mitigate the disruption and/or remedy provided by ATC, required post flight pilot and maintenance actions).
Always consider canceling or delaying a flight if weather conditions do not support a safe operation.
*The respective authority should ensure the internal hazards/risk caused factors to flight accidents are closely monitored and controlled to reduce the crash accidents with subsequent fatalities.
