Issue 3 , September 2016

ISO 9001:2008 Certified

AVIATION SAFETY BULLETIN

A Publication of:

Civil Aviation Authority of Fiji

PRIVATE MAIL BAG, NAP 0354,
NADI AIRPORT,
REPUBLIC OF FIJI
Inside this Issue: Phone: (679) 672 1555, Fax: (679) 672 1500

FOREIGN OBJECT 2-4

DEBRIS AND
DAMAGE

HEARING AND 5-7

NOISE IN AVIATION

DELTA INTRODUCES 8
INNOVATIVE BAGGAGE
TRACKING PROCESS

OPERATIONAL 9-10
OVERVIEW (2015)
SIGMET QUICK 11-14 otice
Galaxy Note 7-N
REFERENCE GUIDE

HEALTH TIPS– 15

INSOMNIA
ion
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NOTICE TO AIR
Av

16 s
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TRAVELLERS- T
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GALAXY NOTE 7 H

Cover Page
 AVIATION SAFETY BULLETIN Issue 3, September 2016

FOREIGN OBJECT DEBRIS AND DAMAGE PREVENTION

Overview aircraft, such as puncturing aircraft tires or ingestion into
engines or as a result of being thrown by jet blast and damaging

F
oreign object
debris (FOD) at
airports can cause
aircraft or injuring people.

Control Measures
damage that costs
airlines, airports, and A program to control airport FOD is most effective when it
airport tenants addresses four main areas:
millions of dollars 1. Training,
every year. FOD is
any object that does 2. Inspection by airline, airport, and aircraft handling agency
not belong in or near personnel,
aircraft and, as a 3. Maintenance
Figure 1. No FOD result, can injure
airport or airline
4. Coordination.
personnel and damage aircraft. A FOD-prevention program of Training
training, facility inspection, maintenance, and coordination
between all affected parties can minimize FOD and its effects.
Figure 3. Airport Tenant and Stakeholders Training

Introduction

Foreign object debris (FOD) at airports includes any object

found in an inappropriate location that as a result of being in
that location can damage equipment or injure aircraft or airport
personnel. The resulting damage is estimated to cost the
aerospace industry $4 billion a year. Airports, airlines, and
airport tenants can reduce this cost by taking steps to prevent
airport FOD. FOD includes a wide range of material, including
loose hardware, pavement fragments, catering supplies,
building materials, rocks, sand, pieces of luggage, torches,
screws, fuel dip sticks, grease rags and even wildlife. FOD is
found at terminal gates, cargo aprons, taxiways, runways, and
run-up pads. It causes damage through direct contact with
All airport and airline personnel and airport tenants
should undergo training in the identification and
elimination of FOD, including the potential
consequences of ignoring it. This training can
supplement the general FOD awareness incorporated
into the airside driver-training curriculum at many
airports. FOD training for flight crew includes following
the recommended procedures identified in the Flight
Crew Operating Manual and pre- and post flight
inspection procedures covered during line training.

Effective training should stress safety to personnel and

passengers, the hazards to equipment, the direct costs
associated with FOD damage, and the indirect costs
associated with flight delays and rescheduling. It should
also include procedures for removing and eliminating
FOD at its source, and should be reinforced through the
use of posters and signs. Recurrent training is
Figure 2. FOD items collected at Nadi International Airport; grease rag, fuel dip necessary to help maintain an awareness of FOD.
stick, torch, screws, an airline garbage bag, rubber plug and a hose clamp.
(Continued to next page)
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 AVIATION SAFETY BULLETIN Issue 3, September 2016

FOREIGN OBJECT DEBRIS AND DAMAGE PREVENTION cont...

(Continued from previous page)

Inspection

Figure 5. FOD Sweeper

airside. The sweeper removes debris from cracks and

pavement joints, and should be used in all areas except for
Figure 4. Airport Tenant and Stakeholders FOD Walk those that can be reached only with a hand broom. All airside
areas, including aircraft manoeuvring areas, aprons and gates
Airline personnel and airport tenants, when feasible, should
and the areas adjacent to them, should be swept routinely. The
join the airport staff in daily airside inspections. This practice areas in which ground support equipment is staged should be
helps increase familiarity with local airfield conditions, and swept periodically.
promotes effective communication between the airport and
airlines.
Magnetic bars
The Civil Aviation Authority of Fiji (CAAF) requires that a daily,
daylight inspection of aircraft manoeuvring areas and
removal of FOD. In addition to performing these inspections
at the beginning of the day or shift, personnel on the airside
should look for FOD during their normal shifts.

Ongoing construction requires more frequent inspections. It

may even be necessary to assign dedicated personnel to
continually inspect for FOD during major construction
activities. Flight crews should report to air traffic control and
station operations any FOD they observe on runways and
taxiways. Airlines and aircraft handling agents should
designate individuals to inspect gate areas prior to aircraft
movement to and from the gate.

MAINTENANCE or PROACTIVE MEASURES

Maintaining control of FOD includes using several methods: Figure 6. Magnetic Bars
 Sweeping.
 Magnetic bars. These bars can be suspended beneath tugs and trucks to pick
 Rumble strips. up metallic material. However, the bars should be cleaned
 FOD containers. regularly to prevent them from dropping the collected debris.
Vehicles operating on the airside should be inspected
Sweeping periodically to ensure that they have no loose items that can
fall off.
Sweeping may be done manually or with the airfield sweeper,
which is the most effective equipment for removing FOD from (Continued to next page)

Page 3
 AVIATION SAFETY BULLETIN Issue 3, September 2016

FOREIGN OBJECT DEBRIS AND DAMAGE PREVENTION cont...

(Continued from previous page) Other means for preventing FOD damage include wind
barriers and netting to restrict the movement of airborne
FOD, fencing to prevent animals from entering the airfield,
Rumble strips and well-maintained paved surfaces. If damaged pavement
cannot be repaired immediately, aircraft should take an
alternate route.

COORDINATION

Airports with a FOD committee of airport tenant

representatives tend to control FOD more successfully than
those without such a committee because the representatives
can address local conditions and specific problems and to
coordinate FOD control efforts among themselves.

Both airside and landside construction activities, as well as

scheduled maintenance, should be communicated to airport
users as early as possible. Airport preconstruction planning
should include a means for controlling and containing FOD
Figure 7. Rumble Strips
generated by the construction. This is especially true in high-
wind environments where debris is more likely to become
Driving over rumble strips dislodges FOD from vehicle airborne. Access to and from construction sites should avoid
undercarriages. The strips, which are 10 to 15 ft long, can be areas of aircraft operation. Contractors must fully understand
moved and used at transitions from the landside to the airside, the requirements and penalties incorporated in their
or adjacent to airside construction areas. contracts regarding the control and removal of FOD.

The CAAF SD-AD Advisory Circular, Appendix 15, Operational

FOD containers
Safety during Works on Aerodrome, provides excellent
guidelines for coordinating day-to-day FOD prevention during
construction.

SUMMARY

An effective debris-control program greatly reduces the high

cost of FOD damage
and the potential for
injury to personnel.
The program is
founded on initial and
recurring training,
and it is carried out
Figure 8: FOD Containers/Bins through the
in sp ec ti on an d
maintenance of
These containers should be placed at all gates for the airport facilities. FOD
collection of debris. The containers should be emptied control is most
frequently to prevent them from overflowing and becoming a effective when all
source of FOD themselves. In addition, airport personnel can affected parties
wear waist pouches to collect debris. Evaluating the debris “coordinate” their
collected in containers and pouches can reveal its sources and efforts.
indicate where personnel and equipment should be deployed
for more effective control. (Article uplifted by GSD)
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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

HEARING AND NOISE IN AVIATION

Hearing Frequency

T he term hearing describes the process, function, or

power of perceiving sound. Hearing is second only to
vision as a physiological sensory mechanism to obtain critical
This is the physical property of sound that gives it a pitch.
Since sound energy propagates in a wave-form, it can be
measured in terms of wave oscillations or wave cycles per
information during the operation of an aircraft. The sense of second, known as hertz (Hz). Sounds that are audible to the
hearing makes it possible to perceive, process, and identify human ear fall in the frequency range of about 20-20,000 Hz,
among the myriad of sounds from the surrounding and the highest sensitivity is between 500 and 4,000 Hz.
environment. Sounds below 20 Hz and above 20,000 Hz cannot be perceived
by the human ear. Normal conversation takes place in the
frequency range from 500 to 3,000 Hz.

Intensity
The correlation between sound intensity and loudness. The
decibel (dB) is the unit used to measure sound intensity. The
range of normal hearing sensitivity of the human ear is
between -10 to +25 dB. Sounds below -10dB are generally
imperceptible. A pilot who cannot hear a sound unless its
intensity is higher than 25 dB (at any frequency) is already
experiencing hearing loss.

Duration
Determines the quality of the perception and discrimination of
a sound, as well as the potential risk of hearing impairment
when exposed to high intensity sounds. The adverse
consequences of a short-duration exposure to a loud sound
Anatomy and Physiology of the Auditory System can be as bad as a long-duration exposure to a less intense
The auditory system consists of the external ear, ear canal, sound. Therefore, the potential for causing hearing damage is
eardrum, auditory ossicles, cochlea (which resembles a snail determined not only by the duration of a sound but also by its
shell and is filled with fluid), and the auditory nerve. intensity.

Ambient sound waves are collected by the external ear, NOISE

conducted through the ear canal, and cause the eardrum to The term noise refers to a sound, especially one which lacks
vibrate. Eardrum vibration is mechanically transmitted to the agreeable musical quality, is noticeably unpleasant, or is too
ossicles, which, in turn, produce vibration of a flexible window loud. In other words, noise is any unwanted or annoying
in the cochlea. This vibration causes a pressure wave in the sound. Categorizing a sound as noise can be very subjective.
fluid located inside the cochlea, moving thousands of hair-like For example, loud rock music can be described as an enjoyable
sensory receptors lining the inner walls of the cochlea. The sound by some (usually teenagers), and at the same time
movement of these receptors resembles the gentle movement described as noise by others (usually adults).
of a crop field caused by the wind. The stimulation of these
sensors produces an electrical signal that is transmitted to the
Sources of Noise in Aviation
brain by the auditory nerve. This signal is then processed by
the brain and identified as a particular type of sound. The aviation environment is characterized by multiple sources
of noise, both on the ground and in the air. Exposure of pilots
SOUND to noise became an issue following the introduction of the first
powered aircraft by the Wright Brothers, and has been a
The term sound is used to describe the mechanical radiant prevalent problem ever since.
energy that is transmitted by longitudinal pressure waves in a
medium (solid, liquid, or gas). Sound waves are variations in air Noise is produced by aircraft equipment powerplants,
pressures above and below the ambient pressure. From a transmission systems, jet efflux, propellers, rotors, hydraulic
more practical point of view, this term describes the sensation and electrical actuators, cabin conditioning and pressurization
perceived by the sense of hearing. All sounds have three systems, cockpit advisory and alert systems, communications
distinctive variables: frequency, intensity, and duration. equipment, etc. (Continued to next page)
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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

HEARING AND NOISE IN AVIATION cont...

(Continued from previous next page) Impulse/blast
Noise pulses of sudden onset and brief duration (less than 1
Noise can also be caused by the aerodynamic interaction between second) that usually exceed an intensity of 140dB. Examples:
ambient air (boundary layer) and the surface of the aircraft
firing a handgun, detonating a firecracker, backfiring of a
fuselage, wings, control surfaces, and landing gear. These auditory
piston engine, high-volume squelching of radio equipment,
inputs allow pilots to assess and monitor the operational status of
their aircraft. All pilots know the sounds of a normal-functioning and a sonic boom caused by breaking the sound barrier. The
aircraft. eardrum may be ruptured by intense levels (140dB) of
impulse/blast noise.
On the other hand, unexpected sounds or the lack of them, may
alert pilots to possible malfunctions, failures, or hazards. Every pilot
has experienced a cockpit or cabin environment that was so loud
EFFECTS OF NOISE EXPOSURE
that it was necessary to shout to be heard. These sounds not only
make the work environment more stressful but can, over time, Physiologic
cause permanent hearing impairment. However, it is also important
to remember that individual exposure to noise is a common Ear discomfort: May occur during exposure to a 120 dB
occurrence away from the aviation working environment—at home noise.
or work, on the road, and in public areas. The effects of pre-flight
exposure to noise can adversely affect pilot in-flight performance. Ear pain: May occur during exposure to a 130 dB noise.
Sources of Sound/Noise Eardrum rupture: May occur during exposure to a 140 dB)
noise.
SOURCES LEVEL (dB)

Whispered Voice 20-30 Temporary hearing impairment. Unprotected exposure to

loud, steady noise over 90 dB for a short time, even several
Urban Home, Average Office 40-60 hours, may cause hearing impairment. This effect is usually
temporary and hearing returns to normal within several hours
Averag Male Conversation 60-65 following cessation of the noise exposure.
Noisy Office, Low Traffic Street 60-80
Permanent hearing impairment: Unprotected exposure to
Jet Transports (Cabin) 60-88
loud noise (higher than 90dB) for eight or more hours per day
Small Single Plane (Cockpit) 70-90 for several years, may cause a permanent hearing loss.
Permanent hearing impairment occurs initially in the vicinity of
Public Address (PA) Systems 90-100
4,000 Hz (outside the conversational range) and can go
Busy City Street 80-100 unnoticed by the individual for some time. It is also important
to remember that hearing sensitivity normally decreases as a
Single Rotor Helicopter (Cockpit) 80-102
function of age at frequencies from 1,000 to 6,000 Hz,
Power Lawn Mower, Chain Saw 100-110 beginning around age 30.
Snowmobile, Thunder 110-120
Psychologic
Rock Concert 115-120
Subjective effects: Annoying high-intensity noise can cause
Jet Engine (Proximity) 130-160 distraction, fatigue, irritability, startle responses, sudden
awakening and poor sleep quality, loss of appetite, headache,
vertigo, nausea, and impair concentration and memory.
Types of Noise
Steady Speech interference Loud noise can interfere with or mask
Continuous noise of sudden or gradual onset and long normal speech, making it difficult to understand.
duration (more than 1 second). Examples: aircraft powerplant
noise, propeller noise, and pressurization system noise. Performance Noise is a distraction and can increase the
According to the Occupational Safety and Health number of errors in any given task. Tasks that require vigilance,
Administration (OSHA), the maximum permissible continuous concentration, calculations, and making judgments about time
exposure level to steady noise in a working environment is 90 can be adversely affected by exposure to loud noise higher
dB for 8 hours. than 90 dB.

(Continued to next page)

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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

HEARING AND NOISE IN AVIATION cont...

(Continued from previous next page) polyurethane earplugs provide an effective universal fit for all
users and provide 30 to 35 dB of noise protection across all
HOW TO PROTECT YOUR HEARING frequency bands.

Limiting duration of exposure to noise. OSHA- established Communication headsets

permissible noise exposure limits for the workplace (including In general, headsets provide the
the cockpit of an aircraft): same level of noise attenuation
as earmuffs, and are also more
Noise Exposure Level Limits easily donned and removed that
earplugs, but the microphone
Noise Intensity (dB) Exposure Limit (hrs per day) can interfere with the donning of
an oxygen mask.
90 8
92 6
95 4 Active noise reduction headsets
97 3 This type of headset uses active noise reduction technology
that allows the manipulation of sound and signal waves to
100 2 reduce noise, improve signal-to-noise ratios, and enhance
102 1.5 sound quality. Active noise reduction provides effective
protection against low-frequency noise. The electronic
105 1
coupling of a low- frequency noise wave with its exact mirror
110 0.5 image cancels this noise.
115 0.25
Combinations of protection devices
Use Hearing Protection Equipment The combination of earplugs with earmuffs or communication
headsets is recommended when ambient noise levels are
If the ambient noise level exceeds OSHA’s permissible noise
above 115dB. Earplugs, combined with active noise reduction
exposure limits, you should use hearing protection devices—
headsets, provide the maximum level of individual hearing
earplugs, earmuffs, communication headsets, or active noise
protection that can be achieved with current technology.
reduction headsets. Even if an individual already has some
level of permanent hearing loss, using hearing protection
equipment should prevent further hearing damage. These SUMMARY
protection devices attenuate noise waves before they reach
the eardrum, and most of them are effective at reducing high- Hearing is second only to vision as a sensory mechanism to
frequency noise levels above 1,000 Hz. obtain critical information during the operation of an aircraft.
All sounds have three distinctive variables: frequency,
It is very important to emphasize that the use of these devices intensity, and duration.
does not interfere with speech communications during flight
because they reduce high-frequency background noise, Normal conversation takes place in the frequency range from
making speech signals clearer and more comprehensible. 500 to 3,000 Hz.
Daily exposure to noise levels higher than 90dB can cause
Earplugs hearing impairment. This can go unnoticed initially because it
Insertable-type earplugs offer a occurs in the vicinity of 4,000 Hz (outside the conversational
very popular, inexpensive, range).
effective, and comfortable
approach to provide hearing If the ambient noise level reaches 90dBA, you must use
protection. To be effective, hearing protection equipment to prevent hearing impairment.
earplugs must be inserted Exposure to loud noise before flying (at home, while driving, at
properly to create an air-tight a party, etc.) can be as harmful as exposure to aircraft noise.
seal in the ear canal. The wax-
impregnated moldable (Source: Medical Fact for Pilots, FAA Civil Aerospace MIAED)

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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

DELTA INTRODUCES INNOVATIVE BAGGAGE TRACKING PROCESS

D elta is deploying Radio Frequency Identification (RFID)

baggage tracking technology, a first for U.S. carriers,
providing customers with improved real-time tracking of
“In the same way that customers want information at their
fingertips about flight changes, we know our customers want
clear visibility to their checked bags,” said Tim Mapes, Delta’s
luggage throughout the travel experience. Chief Marketing Officer. “Delta’s industry-first baggage
tracking app was a good first step. RFID will allow us to set a
new standard for more transparent, interactive tracking on
the Fly Delta mobile app.”

Delta teams have deployed 4,600 scanners, installed 3,800

RFID bag tag printers and integrated 600 pier and claim
readers to enable hands-free scanning of baggage throughout
the handling process. RFID will soon track bags on all Delta
mainline and Delta Connection flights.

Spread throughout 84 of Delta’s largest stations, 1,500 belt

loaders will give baggage the green light – literally – as it
enters and exits the belly of a plane. The belt loader sensor
will flash green when the bag is being loaded on the correct
aircraft or red when the bag requires additional handling.
This move marks a historic shift for Delta and the 120 million
bags it handles annually. RFID will replace barcode hand
scanning – the industry standard since the early 90s. With
this new technology, scanners use radio waves to capture
highly accurate and consistent data stored on an RFID chip
embedded in the luggage tag, driving superior tracking and
increased transparency.

With RFID, customers will see their bags on and off the
aircraft during their journey via push notifications to the Fly
Delta mobile app beginning in the fourth quarter of 2016.

“With a $50 million investment in RFID at 344 stations

around the globe, we aim to reliably deliver every bag on
every flight,” said Bill Lentsch, Delta’s Senior Vice President – Today when a customer misses his or her connection, agents
Airport Customer Service and Cargo Operations. “This on the ground manually scan each bag to find the customer’s
innovative application of technology gives us greater data luggage and ensure it is retagged for the new flight. With
and more precise information throughout the bag’s RFID scanners, agents have the ability to take inventory
journey.” quickly or pinpoint a single bag.

Initial deployments of RFID integrated throughout the “We’ve put every part of our process for baggage handling
baggage process show that bags are tracked at a 99.9 under the microscope and evolved it to the point of industry-
percent success rate, ensuring proper routing and loading. leading performance,” Lentsch said. “RFID will give Delta
people a great tool to further widen the gap between us and
our competitors”.

Better baggage handling processes and enhanced technology

have already shrunk the airline’s mishandled bag rates by 68
percent over the past 10 years, establishing Delta as the
leading U.S.-based global airline for baggage performance. In
2015 Delta led U.S. global airlines in DOT bag performance
while setting six monthly DOT records and a full year record.
For Customers: RFID means much more than just consistent
baggage handling. (Article uplifted by AVSEC—Source: CJ Consulting Group Singapore)

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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

OPERATIONAL OVERVIEW (2015)-AIR SAFETY DEPARTMENT

HARMONISATION OF ANR PARTS AUDITS AND INSPECTIONS
PART 19 Certification of Supply Organisations TOTAL TOTAL VARIANCE
PART 21 Certification of Products and Parts 2014 2015
Audits & Inspections 208 109 (18)
PART 26 Additional Airworthiness Requirements

PART 39 Airworthiness Directives CERTIFICATION, AUTHORISATION AND

APPROVAL
PART 43 General Maintenance Regulations
PART 47 Registration of Aircraft TOTAL COMMENTS
2015
PART 61 Pilot Licences, Approvals, Certificates and
Ratings Aircraft on Fiji Register 84 62 of these aircraft had valid
Certificate of Airworthiness
PART 66 Aircraft Maintenance Engineer Licensing
Air Operator Certificate 23 9 of these certificates were
foreign operators issued with
PART 67 Medical Standards, Tests and Certification Foreign AOC

PART 91 General Operating and Flight Regulations Private Operators 6 2 of these were Micro-light
aircraft operators
PART 92 Carriage of Dangerous Goods Aviation Training 12 9 of these certificates were
overseas based Institutes
Institution Certificate
PART 101 Gyrogliders, Parasails, Balloons, Kites,
Aviation Maintenance 24 13 of these certificates were
Rockets and Model Aircraft overseas based Maintenance
Organisation Certificate
Organisations
PART 102 Remotely Piloted Aircraft Systems
Remotely Piloted Aircraft 5 10 RPAS belonging to private
PART 103 Microlight Aircraft Systems individuals were also
registered for recreational use
PART 105 Parachutes
Skydive Operations 1 Only 1 sky dive operator
PART 119 Air Operator – Certification
PART 121 Air Transport Operations – Large Aeroplanes FLIGHT CREW & ENGINEER LICENCES /
MEDICALS
PART 125 Air Transport Operations – Medium
Aeroplanes TOTAL 2014 TOTAL 2015 VARIANCE
LICENCE
PART 129 Foreign Air Transport Operator – Certification
TYPE
and Operations ISSUE RENEWAL ISSUE RENEWAL ISSUE RENEWAL
PART 133 Helicopter Operations – Air Transport and
Aerial Work ATPL 35 257 20 264 (15) 7
PART 135 Air Transport Operations – Small Aeroplanes
CPL 38 282 42 326 4 44
PART 137 Agricultural Aircraft Operations
PPL 1 1 7 21 6 20
PART 141 Aviation Training Institutions – Certification
FTP 42 32 43 31 1 (1)
PART 145 Aircraft Maintenance Organisations –
Certification and Operation AME 15 42 10 25 (5) 5

PART 149 Aviation Recreation Organisations – Medical 131 127 127 417 (4) 290
Certification
(Continued to next page)
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 Issue 3, September 2016
AVIATION SAFETY BULLETIN

OPERATIONAL OVERVIEW (2015)-AIR SAFETY DEPARTMENT cont...

(Continued from previous page)
OTHER AVIATION DOCUMENTS
TOTAL 2014 TOTAL 2015 VARIANCE
LICENCE
TYPE
ISSUE RENEWAL ISSUE RENEWAL ISSUE RENEWAL

ANR 45 6 21 12 43 (6) (26)

Approval
Varidation 42 41 (1)
Issue

Verification 51 54 (3)
Issue

EXAMINATIONS
FLIGHT TOTAL 2014 TOTAL 2015 VARIANCE
CREW
Type Rating 67 76 (9) AVIATION MEDICAL MATTERS
Air Law 92 99 (7) MEDICAL ACTIVITY TOTAL TOTAL VARIANCE
2014 2015
ATPL 228 251 (23)
Number of CAAF AMA 9 10 (1)
CPL 250 238 (12)
Medical Board Sittings 17 18 (1)
PPL 0 0 0
Medical cases reviewed by 72 41 (31)
FIRX 41 29 (12) Board
AME 37 39 (2) Medical reports inspected 229 239 (10)
by Medical Assessor
AMC 82 88 (6)
Facility Audits conducted 5 5 0
Rating 15 5 (10)
CAAF AMA Renewal 2 2 0
CAAF PILOT LICENCE FLIGHT TESTS
CAAF AMA Issue 1 1 0
SERVICE DELIVERY
DEPARTMENT/ NUMBER OF AVERAGE AVERAGE
SECTION ACTIVITIES TARGET TARGET
(%) ACHIEVEME
NT (%)

Flight Operations 11 90.91% 83.2%

Airworthiness 10 89% 93%

Personal Licensing- 5 91% 95.1%

Air Safety
1. Activities measured : 26
2. Average target for 26 Activies : 90.3%
3. Average target achieved : 90.43%
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 AVIATION SAFETY BULLETIN Issue 3, September 2016

SIGMET QUICK REFERENCE GUIDE

WS SIGMET
SIGMET Abbreviations WS SIGMET
ABV Above
A SIGMET provides concise information issued by a Meteorological Watch Office
CNL Cancel or cancelled (MWO) concerning the occurrence or expected occurrence of specific en-route
weather and other phenomena in the atmosphere that may affect the safety of
CTA Control area aircraft operations. The WS SIGMET provides information on phenomena other than
FCST Forecast tropical cyclones and volcanic ash.

FIR Flight Information SIGMET Structure

Region

FL Flight level

FT Feet

INTSF Intensify or intensifying

KT Knots

KMH Kilometres per hour

M Metres

MOV Moving

NC No Change (in intensity)

NM Nautical Miles
WMO Header
OBS Observed Bulletin identification
SFC Surface

STNR Stationary

TOP Top (of CB cloud)

WI Within (area)

WKN Weakening (intensity)

Z Coordinated Universal
Time

Disseminating centre
CCCC is the ICAO location indicator of the communication centre disseminating the
message (this may be the same as the MWO location indicator).

Transmission time
YYGGgg is the date/time group; where YY is the day of the month and GGgg is the
time of transmission of the SIGMET in hours and minutes UTC (normally this time is
assigned by the disseminating (AFTN) centre).
(Continued to next page)
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 AVIATION SAFETY BULLETIN Issue 3, September 2016

SIGMET QUICK REFERENCE GUIDE cont...

WS SIGMET
(Continued from previous page) Correction indicator
BBB should only be included when issuing a correction to a SIGMET which had already been
transmitted. The BBB indicator shall take the form CCx for corrections to previously relayed
bulletins, where x takes the value A for the first correction, B for the second correction, etc., for a
specific SIGMET.

First Line of SIGMET

Location indicator
CCCC is the ICAO location indicator of the ATS unit serving the FIR or CTA to which the SIGMET refers.

Message identifier
MTSAT-1R icing enhancement. The message identifier is SIGMET.
Dark areas indicate the presence
of supercooled liquid water Sequence number
(black by night, red by day). The daily sequence number in the form [n][n]n, e.g. 1, 2, 01, 02, A01, A02, restarts every day for
SIGMETs issued from 0001 UTC.
High Level cirrus (bright areas)
may prevent the satellite from Validity period
seeing the lower level clouds. The validity period is given in the format VALID YYGGgg/YYGGgg where YY is the day of the
month and GGgg is the time in hours and minutes UTC. The period of validity for a WS SIGMET
shall be no more than 4hours.

Issuing Office
CCCC- is the ICAO location indicator of the MWO originating the message followed bya hyphen.

Meteorological Information
FIR/CTA Name
TheICAO location indicator and full name of the FIR/CTA forwhich the SIGMET is issued in the
form CCCC <name> FIR[/UIR] or CCCC <name> CTA.

Anvil of a cumulonimbus cloud Phenomenon

Code Description
OBSC TS Obscured thunderstorms
EMBDTS Embedded thunderstorms
FRQTS Frequent thunderstorms
SQLTS Squall Line thunderstorms
OBSCTSGR Obscured thunderstorms with hail
EMBDTSGR Embedded thunderstorms with hail
GRQTSGR Frequent thunderstorms with hail

Duststorm, Sydney, 23 September SQTSGR Squall line thunderstorms with hail

2009. Image courtesy of Elly Spark, SEVTURB Severe turbulence
Bureau of Meteorology.
SEVICE Severe icing
SEVICE (FZRA) Severe icing due to freezing rain
SEVMTQ Severe mountain wave
HVYDS Heavy duststorm
HVYSS Heavy sandstorm

(Continued to next page) RDOACT CLD Radioactive cloud

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 AVIATION SAFETY BULLETIN Issue 3, September 2016

SIGMET QUICK REFERENCE GUIDE cont...

WS SIGMET
(Continued from previous page) Observed or forecast
Whether the phenomenon is observed or forecast in the form OBS [AT GGggZ] or FCST [AT
GGggZ] where GG is hours and gg minutes UTC.

Location
The location of the phenomenon is provided with reference to geographical coordinates in
latitude and longitude in degrees and minutes.

Level
The level or vertical extent of the phenomenon:
FLnnn or nnnnM or nnnnFT or SFC/FLnnn or SFC/NNNNm or SFC/nnnnFT or
FLnnn/nnn or nnnn/nnnnFT or TOP FLnnn or ABV FLnnn or TOP ABV FLnnn.
Widespread thunderstorms affecting the
Southern China and the northern part of South Movement
China Sea on 9 May 2014. Direction and rate of movement of the phenomenon where the direction is given with
referece to one of the sixteen points of the compass (using the appropriate abbreviation) and
the rate is given in KT (or KMH) in the form MOV <direction>
E East or eastern
longitude
<speed>KT or KMH. The abbreviation STNR (Stationary) is used if no significant movement is
expected.
ENE East-north-east

ESE East-south-east Intensity changes

The expected evolution of the phenomenon’s intensity as indicated by:
N North or northern latitude INTSF or WKN or NC

NE North-east Forecast position (optional)

The forecast position of the hazardous phenomena at the end of the avlidity period of the
NNE North-north-east
SIGMET message in the form FCST<GGgg>Z<location>.
NNW North-north-west
Renewing a SIGMET
NW North-west A SIGMET is renewed with a new sequence number when the validy period is due to expire
but the phenomenon is expected to persist.
S South or southern latitude

Cancelling a SIGMET
SE South-east
If, during the validity period of a SIGMET, the phenomenon for which the SIGMET was issued
SSE South-south-east
is not longer occurring or is no longer expected, the SIGMET shall be cancelled by issuing a
SIGMET with the abbreviation CNL in lieu of meteorological information. CNL SIGMET [n][n]n
SSW South-south-west YYGGgg/YYGGgg

SW South-west Source of Information

W West or western Source of Information Phenomena
longitude
WNW West-north-west Surface and upper-air observations Thunderstorms, dust/sandstorms,
Special AIREP turbulence, mountain waves, icing
WSW West-south-west Satellite Pictures
NWP forecasts
RADAR Thunderstorms
Lightning information

WMO RSMC (Atmospheric transport Radioactive cloud

modelling for environmental emergency)

SIGMET Dissemination
SIGMET is part of operational meteorological (OPMET) information and should be exchanged via
Satellite image of mountain waves over
aeronautical fixed service (AFS). The SIGMET priority indicator used shall be FF.
Tasmania, 3 December 2002.
(Continued to next page)
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 AVIATION SAFETY BULLETIN Issue 3, September 2016

SIGMET QUICK REFERENCE GUIDE cont...

WS SIGMET
(Continued from previous page)
WS Examples
Format Turbulence
WSAAii CCCCYYGGgg [BBB] WSNZ21 NZKL 232134
NZZC SIGMET 18 VALID 232134/240134 NZKL-
CCCC SIGMET [n][n]n VALIDYYGGgg/YYGGgg CCCC-
NZZC NEW ZEALAND FIR SEV TURB FCST WI S3929
CCCC <FIR/CTA Names> FIR <Phenomenon> OBS/FCST E17602—S4305 E17136—S4522 E17000—S4538
[AT GGggZ] <Location> <Level> <Movemebt> <Intensity E17159—S4112 E17624—S3929 E17602 FL180/260 MOV
Changes> <Forecast position>= E 25KT—INTSF=

Mountain Waves
Thunderstorms
WSAU21 AMRF 061700
WSSS20 VHHH 090900 YMMM SIGMET M07 VALID 061700/062100YMRF-
VHHK SIGMET 3 VALID 090900/091300 VHHH- YMMM MELBOURNE FIR SEV MTW OBS WI S3704 E14244
-S3611 E14753—S3736 E14943—S4006 E14800 –S3952
VHHK HONG KONG FIR EMBD TS OBS AT 0900Z N OF
E14353—S3704 E14244 FL080/140 STNR NC=
N2000 AND E OF E11330 TOP FL400 INTSF FCST 1300Z
N OF N2000 AND E OF E11300= Icing
WSC145 ZHHH 021100
Duststorms ZHWH SIGMET 3 VALID 021100/021500 ZHHH-
ZHWH WUHAN FIR SEV ICE FCST N OF N28 SFC/FJ200
WSAU21 ADRM 240330
STNR NC=
YMMM SIGMET D01 VALID 240330/240430 YPDM-
YMMM MELBOURNE FIR HVY DS OBS WI S2300 Radioactive cloud
E13415—S2240 E13800—S2520 E13800—S2525
WSSS20 VHHH 180830
E13520—S2300 E13415 SFC/7000FT MOV N 25KT NC= VHHK SIGMET 1 VALID 180830/181230 VHHH-
VHHK HONG KONG FIR RDOACT CLD FCST E OF E114
SFC/FL100 MOV E 20KT WKN=
Sandstorms
WSC133 ZBAA 301110
Cancellation
ZBPE SIGMET 2 VALID 301110/301510 ZBAA-
WSSS20 VHHH 181100
ZBPE BEIJING FIR HVY SS OBS AT 1100Z N OF N40
VHHK SIGMET 2 VALID 181100/181230 VHHH-
SFC/2000M MOV E 30KMH NC= VHHK HONG KONG FIR CNL SIGMET 1 180830/181230=

CAAF’s Standards section is keen to hear from you regarding our levels of service. If you believe you have
constructive ideas on how we can improve our services, or would like to report instances where we have failed FCAIR
to meet your expectations, please send your feedback to CAAF, preferably using the QA 108 form that can be FIJI CONFIDENTIAL
accessed from our website. This can be sent to CAAF by faxing it to Quality Assurance Manager on 6727429, AVIATION INCIDENT REPORTING
dropping it in the feedback box in the foyer of CAAF HQ, or emailing to standards@caaf.org.fj.
FORMS AVAILABLE ON WEBSITE
Your suggestions for improvements to this publication are also invited. CAAF also invites you to submit valuable www.caaf.org.fj
information or articles that you would like to have published through this bulletin for the benefit of readers. OR FRONT DESK, CAAF HQ
Your name will be appropriately acknowledged. Please use the email address stated above.

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 AVIATION Issue
Issue 1
3,, January 2016 2016
AVIATION SAFETY
SAFETY BULLETIN
BULLETIN September

HEALTH TIPS—INSOMNIA
What is Insomnia
Insomnia is difficulty falling asleep or staying asleep,
even when a person has the chance to do so. People
with insomnia can feel dissatisfied with their sleep
and usually experience one or more of the following
symptoms: fatigue, low energy, difficulty
concentrating, mood disturbances, and decreased Physical, Emotional , and Cognitive Effects of
performance in work. Insomnia

What causes Insomnia  Mood changes, irritability, poor concentration , memory

defects, etc.
Common Causes of Insomnia  Impairs creative thinking, verbal processing, problem solving.
include:
 Stress.  Risk of errors, accidents due to excessive daytime sleepiness.
 Anxiety.  Increased appetite, decreased body temperature.
 Depression.  Physiologic effects.
 Medication.
 Caffeine.
Insomnia Treatments
 Eating too much at night.
 Stimulus control therapy. This helps remove factors that
Symptoms of Insomnia condition the mind to resist sleep. For example, you might be
coached to set a consistent bedtime and wake time and avoid
People with insomnia have one or more of the following naps, use the bed only for sleep.
symptoms:
 Sleep restriction. Lying in bed when you're awake can become
 Difficulty falling asleep. a habit that leads to poor sleep. This treatment decreases the
 Difficulty staying asleep (waking up during the night and time you spend in bed, causing partial sleep deprivation,
having trouble returning to sleep). which makes you more tired the next night. Once your sleep
has improved, your time in bed is gradually increased.
 Waking up too early in the morning.
 Unrefreshing sleep (also called "non-restorative sleep").  Sleep hygiene. This involves changing basic lifestyle habits
that influence sleep, such as smoking or drinking too much
 Fatigue or low energy. caffeine late in the day, drinking too much alcohol, or not
 Cognitive impairment, such as difficulty concentrating. getting regular exercise.
 Mood disturbance, such as irritability.  Sleep environment improvement. This can create a
 Behavior comfortable sleep environment, such as keeping your
problems, bedroom quiet, dark and cool, not having a TV in the
such as bedroom, and hiding the clock from view.
feeling  Relaxation training. This helps you calm your mind and body.
impulsive or Approaches include meditation, imagery, muscle relaxation
aggression. and others.
 Difficulty at  Remaining passively awake. Also called paradoxical intention,
work or this involves avoiding any effort to fall asleep. Paradoxically,
school. worrying that you can't sleep can actually keep you awake.
 Difficulty in Letting go of this worry can help you relax and make it easier
personal to fall asleep.
relationships,
 Biofeedback. This allows you to observe biological signs such
including as heart rate and muscle tension and shows you how to adjust
family, them. Your sleep specialist may have you take a biofeedback
friends and device home to record your daily patterns. This information
caregivers. can help identify patterns that affect sleep.
 If still no improvement than see Doctor for further treatment.

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 AVIATION SAFETY BULLETIN Issue 3, September 2016

NOTICE TO AIR TRAVELLERS—GALAXY NOTE 7

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