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Safety Newsletter Volume 1_ Numb

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					Gama Charters Inc.

                   Safety Bulletin Newsletter
       June 2009        VOLUME I                           NUMBER I
                   From The Director of Safety:

                   It gives me great pleasure as the Director of Safety to introduce our initial
                   newsletter. As I am sure you are aware, our company has dedicated
                   itself to achieve a superior level of safety. This newsletter is a milestone
                   on the road to realizing our goals.

                   We have assembled an outstanding professional group of employees
                   who’s core objective is safety. We must all work together as one to
                   accomplish our goals and your cooperation and participation is vital. As
                   Director of Safety my door is always open, your issues thoughts and
                   suggestions are an invaluable tool. In our ongoing efforts to progress we
                   have developed an enhanced Safety Management System that
                   supports the Air Carrier’s anonymous reporting program as well as the
                   Aviation Safety Action Program known as ASAP. These programs
                   encourage all employees to participate and are discussed throughout
                   our Safety Manual Systems.

                   On May 8th, 2009 we had our first ASAP meeting with the members of the
                   ERC (Event Review Committee). The ERC members reviewed all the facts
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                   of the ASAP report during this meeting, and concluded that no violation
                   occurred. Just a brief description of the events that led up to the ASAP
     Moving        report. The origination station was KSWF (Stewart International Airport
                   Newburgh, New York ) to a destination of KOGD (Ogden-Hinckley
 GAMA safely.      Airport Ogden, Utah). This was approximately a four and a half hour
                   flight. The flight crew checked all appropriate weather and NOTAM's
It’s what we do    prior to departure from KSWF. At the time of departure all indications
                   were normal regarding the weather and NOTAM's. The flight crew while
                   preparing for a landing into KOGD and getting ATIS information learned
                   that runway 3-21 was closed, the longest runway. The crew requested
                   confirmation regarding the status of runway 3-21 and was informed by
                   approach control that runway 3-21 was indefinitely closed due to a
                   disabled F-16 on the runway. The crew ran landing distance calculations
                   and determined that runway 34 was within landing limitations. The
                   airplane landed without incident. A ASAP report was submitted.



                   Alex Travia
                   Director of Safety , Gama Charters Inc.
                   Cell 1-917-582-6051
                   alex.travia@gamagroup.com
        Gama Charters Inc.

                      Safety Bulletin Newsletter
           June 2009                      VOLUME I                              NUMBER I
                             From the Chief Pilot:

                             I was asked long ago what the difference between a regular pilot and a
                             professional pilot was. My response was, ―I get paid to use my talent,
                             training, knowledge, decision-making, skill and experience to ensure a
                             successful outcome for my clients and a regular pilot does not.‖ So, along
                             with the responsibility of ensuring a successful outcome, we are saddled
                             with the burden of preparation! For those who fail to prepare, one day you
                             must prepare to fail. As a company, we certainly don’t want an outcome
                             simply because we failed to prepare.

                             In order to prepare, we must start by identifying areas where we can
                             improve our knowledge base and train to a higher level of proficiency in
                             that area. One area that has become apparent to me where we all could
      RADAR                  use more training is in the area of airborne radar training. I have therefore
                             obtained a DVD from Mr. Archie Trammel, a highly respected and
                             knowledgeable person in the area of airborne radar, and have begun the
•      Archie Trammel’s      process of having all pilots within the group to view it. So, if you don’t
      Radar Website          know how to set the threat identification position of your radar, or if you
                             don’t know what RCT stands for on your radar unit, or you don’t know how
    www.radar4pilots.com     to adjust you radar gain to show a storm return greater than 40 decibels,
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                             then by all means you need to see this DVD! These are but a few of the
                             important lessons to be learned from this DVD, so contact me and I will
                             provide you with a copy for your viewing pleasure.
Web site for AC note
 Active convective           Being a professional requires 3 legs of a triangle. One side is superior
                             aviation knowledge. Another side is superior pilot training. And the third
                             side is the ability to recognize hazardous situations so you don’t have to
     www.spc.noaa.gov
                             use the other two. You will be required to watch this DVD on airborne radar
                             training! So you can pay me now, or pay me later - but you might as well
                             see it before thunderstorm season is in high gear so you can apply the
   Qualified internet
                             knowledge and demonstrate all the sides of the triangle – especially
Communication providers
                             hazardous thunderstorm avoidance!
           ARINC
                             A couple of good websites to visit concerning radar and convective
      Colt International
                             weather products:
        Fltplan.com
                             www.radar4pilots.com Archie Trammel’s Radar Website
      DTN MeterLogix
             WSI
                             www.spc.noaa.gov This is a gov. website for AC Note (active
     Universal weather
                             convective). Click on ―see text‖ for the date desired and receive textual
 Air Routing International
                             description of convective activity.


                             John Walter
                             Chief Pilot, Gama Charters Inc.
                             Cell 1-203-543-1541
                             john.walter@gamagroup.com
Gama Charters Inc.

               Safety Bulletin Newsletter
         June 2009          VOLUME I                    NUMBER I

                 From the Manager of Cabin and Customer Service:

                                All crewmembers should be reminded of the following
                 Cabin Safety Principles:

                 - Do not leave any electrical equipment operating for long periods of
                 time while the galley is unattended.

                 - Cabin crew and Pilots should always use a non-slip material under
                 anything that is set out in the cabin (i.e., flower arrangements, fruit
                 baskets, toiletries in the lavatory vanity, etc) A good suggestion is to
                 use the "Rubbermaid Non-Slip Shelf Liner".

                 - Do not conduct food or beverage service during any
                 turbulence. Service may be conducted during light turbulence at
                 the PIC's discretion.

                 - All hot cups, coffee makers, electrical appliances, etc should be
                 turned off when not in use. Keep a small amount of water in the hot
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                 cup at all times and make certain it is off when not in use. Turn off
                 the oven when it is not in use.

                 - NEVER reset a circuit breaker, notify the PIC.

                 Kevin E. Wingo
                 Cabin and Customer Service Manager
                 Gama Aviation Inc.
                 Direct Dial: (203) 337-4618
Gama Charters Inc.

        Safety Bulletin Newsletter
             June 2009                    VOLUME I                       NUMBER I

            From The Chief Pilot:
            All of life’s lessons should not be learned in the first person. You certainly wouldn’t want
                    to learn the lesson of the ―hot stove‖ this way. It can hurt even when it happens to
                    someone else. What follows is a narrative of an actual fleet occurrence and the
                    errors that resulted from not following company procedures.

            The aircraft had recently come out of reputable maintenance with the manufacturer.
                   The crew had flown several legs without any discrepancies, however, on the next
                   leg of their journey their day began to change.

            In preparation for landing, ―gear down‖ was selected. The gear swung down, however,
                  there was no green nose-wheel indicator light. The crew acting in accordance
                  with the checklist used the high-pressure nitrogen bottle to ―blow the gear down‖.
                  They did not declare an emergency but asked for ―vehicles to be standing by‖
                  and made an uneventful landing. The tower ―rolled the trucks‖ as a precaution.
                  A normal landing ensued, however, as the crew tried to exit the runway they
                  realized the nose-wheel steering was inoperable. With some assistance, they were
                  able to make it to the ramp.

            Upon post-flight inspection, the maintenance coordinator (who happened to be aboard
                 the aircraft for the flight) found the nose-gear cannon plug ends separated. He
                 was able to reconnect them immediately. It was assumed that during the last
                 maintenance event, the factory hadn’t ―snapped‖ it into place. So, over the
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                 course of the next few legs, the ends had vibrated apart until fully separating.
                 After reconnecting the plugs all indications were back to normal. Believing that all
                 had been fixed with this obvious find, the crew and coordinator departed for
                 home. And the problems begin!!!!!!

            First of all, when the crew reported an anomaly before landing and asked to ―have the
                    trucks standing by as a precaution‖, the tower notified the local FAA field office of
                    the event. Secondly, with the ―obvious‖ finding of the landing gear issue, and
                    even though they had ―blown the bottle‖, the crew and coordinator determined
                    that they would just ―swing the gear‖ in the air several times on the flight back to
                    home base. That was a big ―No-No‖ according to the maintenance manual - a
                    gear swing on jacks was required prior to dispatch. Thirdly, no AML entry of the
                    discrepancy, or the flight hour of occurrence was recorded by the pilots nor by the
                    maintenance coordinator. Lastly, no notification was provided to the company by
                    phone or by the required ―event log‖ report. Need I go on????

            As you can imagine---there was some ―splaining‖ to do! The FAA responsible for
                  overseeing our operation wanted to know why they hadn’t been informed of the
                  event prior to being notified by the ―local‖ field office across the country. Why
                  hadn’t our company known of the event? Why weren’t company maintenance
                  and manufacturers procedures followed? Why weren’t proper AML procedures
                  followed? Were the crew and maintenance coordinator properly trained in
                  company procedures? Many questions with many answers followed - fortunately
                  without fines.

            Bottom Line - follow company procedures. If in doubt—call headquarters maintenance
                  personnel for clarification. If you have any question about procedures get further
                  training. That’s what we are here for as a company. Also, your company OPS
                  Manual outlines many events that will occur in the process of flying airplanes. Get
                  familiar with the procedures. A number 1: notify the company ASAP of any event
                  which is irregular or noteworthy whether you are operating under Part 91 or 135.
                  It’s our job to know, but we need your help. Learn the lessons and let’s not make
                  the same mistakes again!

				
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