曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
previous morning shift.
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 16
The action was entered into the „RELIABILITY DATA ON DEMAND“ (ROD), which serves the purpose
of recording and evaluating technical processes in the aeroplane, also under the reference
number which had been copied incorrectly from the TLB into the GLB, and consequently this complaint
and the work accomplished on the aeroplane could later not be found under the actual reference
number.
1.7 Meteorological information
The weather information (ATIS) effective for the runway 18 during the period of the serious incident
was as follows:
Wind: 070°/ 4 kt
visibility: more than 10 km
clouds: FEW 032; BKN 250
temperature/dew point: 04 °C / -04 °C
QNH: 1017; NOSIG
1.8 Aids to navigation
not applicable
1.9 Communications
not applicable
1.10 Aerodrome information
The take-off was conducted from runway “West“ at Frankfurt/Main. The concrete runway is used
only for take-offs into the direction 180°. The runway is 4000 m long with a width of 45 m.
1.11 Flight recorder
The flight data recorder concerned is a solid state flight data recorder (SSFDR) made by Loral-
Aviation-Recorders in Sarasota/Florida. Approx. 470 parameters had been recorded. The flight
data recordings were stored on a CD and sent to Braunschweig to the BFU for the purpose of
evaluation.
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 17
The evaluation of the cockpit voice recorder (CVR) was waived as due to the recording duration of
30 minutes, the cockpit voice recordings of the period of the occurrence had already been overwritten.
1.12 Wreckage and impact information
not applicable
1.13 Medical and pathological information
not applicable
1.14 Fire
not applicable
1.15 Survival aspects
not applicable
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 18
1.16 Tests and research
not applicable
1.17 Organizational and management information
1.17.1 Operator
On 31.08.1999, the operator was granted an Air Operator’s Certificate (AOC) by the Luftfahrt-
Bundesamt (LBA) in accordance with JAR-OPS 1.175. One of the conditions to be met for the issuance
of the AOC was the establishment of a quality management system (QM) in accordance
with JAR-OPS 1.035. “An operator shall establish one Quality System and designate one Quality
Manager to monitor compliance with, and the adequacy of, procedures required to ensure safe operational
practices and airworthy aeroplanes.“
The operator has no maintenance organisation of its own, scheduled and unscheduled work is carried
out by an external maintenance organisation on basis of a maintenance contract.
The operator put the maintenance organisation in charge of the conduct of the repair work on this
aircraft.
Pursuant to JAR-OPS 1.900, the Quality System of the operator must comprise, among other
things, the monitoring of the proper accomplishment of all conventionary maintenance actions. This
includes also the compliance with the approved procedures.
The Luftfahrt-Bundesamt had on several occasions, last in the scope of the AOC extension, complained
that the operator lacked sufficient personnel for the required audits. In view of this fact the
maintenance system was approved only subject to conditions.
1.17.2 Maintenance Organisation
The maintenance organisation was granted the JAR -145 approval by the LBA on 23 October
1992. Under the JAR-145 approval the maintenance organisation is obliged to comply with the
regulations of JAR-145 and to accomplish the procedures in accordance with the JAR-145 maintenance
organisation's exposition approved by the LBA (QM manual parts 1 and 2), the first issue of
which was approved by the LBA on 28.10.1992.
Part of this QM manual were, among other things, provisions concerning quality requirements and
ratings of the technical personnel in charge of the accomplishment of maintenance tasks and of the
staff in charge of the release of aircraft and aircraft component maintenance.
As at that time the JAR-66 had not been completed yet, the Joint Aviation Authorities (JAA) and the
Federal Ministry of Transport (BMV) had determined that until the coming in force of JAR-66 the
existing national rules should continue to be applied.
At that time the maintenance organisation modified the qualification structure for aircraft mechanics
from a three level system (aircraft mechanic I to III) into a two level system with the designation B1
and B2. In cooperation with the LBA additional qualifications were defined to allow a group of persons,
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