In-flight upset - 154 km west of Learmonth, WA, 7 October 2008,

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In terms of measures to increase seat belt use, the report concluded:Seat belt legislation and enforcement have been in existence in Australia andother countries for well over four decades. These appear to be the simplestand most cost-effective long-term approaches to increasing seat belt use rates,and can be enhanced by publicity and education campaigns to raise theawareness of the benefits of wearing seat belts.In addition, much research effort has been applied to the development andimplementation of seat belt reminder and interlock technologies.Unfortunately, only a few evaluations of their effectiveness have beenconducted, but of those available, it appears that reminder systems offeroverall high protective value, can achieve high levels of seat belt wearing, andtarget all groups of wearers from full-time and part-time wearers to consistentnon wearers. Reminder systems that are aggressive and adaptive (changingcharacteristics during a trip) appear to be optimal. Interlock systems appear tobenefit those most resistant to wearing seat belts in particular.The International Traffic Safety Data and Analysis Group (IRTAD) recentlypublished a report summarising trends in road safety in 27 member countries. 237 Inthat report, each country included information regarding several aspects of roadsafety, including seat belt use. The Australian report noted that seat belt use wasestimated to be greater than 95% for front-seat occupants and more than 80% forrear-seat occupants. The Australian report also noted that:Despite high general usage rates, the rates of non-use among fatally injuredvehicle occupants are still estimated at 28%. Analysis indicates that this highfigure is the result of a high crash involvement rate among those who do notwear belts, as well as the fact that they are more likely to be killed if involvedin a crash.The seat belt use rates for several countries are included in Table L1. Cautionshould be used when comparing countries because data may have been collected indifferent ways and in different conditions. Overall, seat belt use in Australia andmajor European countries was higher than for the three Asian countries included inthe report (Japan, Korea and Malaysia), particularly for rear-seat passengers. Itshould be noted that seat belts in rear seats became mandatory in these Asiancountries since 2008 whereas they became mandatory in other countries earlier. Theextent to which these results apply to other Asian countries (such as India andSingapore), or to seat belt use on aircraft, is not clear.237IRTAD Annual Report 2009. IRTAD is a permanent working group of the Joint Research centreof the Organisation for Economic Co-operation and Development and the International TrafficForum.- 280 -
Table L1: Recent seat belt use rates (from IRTAD Annual Report 2009)CountryFrontseatsRearseatsCommentsAustralia > 95% > 80% Mandatory all seats since 1970s.Canada 92% - Data is for drivers only.France 98-99% - Data is for drivers only.Germany 96-98% Data is for drivers only.Mandatory all seats since 1984.Ireland 90% Mandatory all seats since 1979.Japan 97% 46% Mandatory in rear seats in 2008.Korea 74-88% 12% Mandatory in front seats in 1990, rear seats(motorways) in 2008.Lower result in front seats for passengers.Malaysia 76-92% 19% Mandatory in front seats in 1978, rear seats in 2009.Results are latest figures; rate for rear seats washigher in earlier 2009 period.Lower result in front seats for passengers.Netherlands 94-95% 81% Mandatory all seats since 1992.New Zealand 95% 87% Mandatory all seats since 1970s.United Kingdom 94-95% 86% Mandatory all seats since 1991.United States 83% 74% Laws vary between states.- 281 -
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ATSB TRANSPORT SAFETY REPORTAviatio
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Published by: Australian Transport
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3 FACTUAL INFORMATION: AIR DATA INE
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DOCUMENT RETRIEVAL INFORMATIONRepor
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TERMINOLOGY USED IN THIS REPORTOccu
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CSMCSSCVRDADSDCDGACDMCDMUEASAECAMED
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RAMRTCASATCOMSAESAOSDSECSEESEUSSASS
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FCPC design limitationAOA is a crit
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- xviii -
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associated with a master caution ch
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Figure 2: Aircraft track and key ev
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The crew decided that they needed t
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1.3 Damage to aircraftThere was sig
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• The flight crew provided inputs
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exceeding a predefined safe flight
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Table 1: Examples of ADIRU flight d
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Inertial reference partThe IR part
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ADIRS switching controlsIn normal o
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Processing by ADIRUs and FCPCsEach
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The information presented on the fl
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A system could flag its output data
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Table 4: Summary of indications for
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Figure 17: ECAM engine / warning di
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Table 6: Required actions associate
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For internal aircraft communication
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Table 7: Sequence of events (from t
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In summary, the source of most of t
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Summary of IR data for the occurren
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Figure 22: QAR plot showing oscilla
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QAR dataOverall, the QAR recorded 4
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Flight crew pitch inputsDuring manu
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They provided information for maint
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Table 11: Cockpit effect messages d
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Table 13: Troubleshooting data rela
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position 1 on QPA. Further details
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class 1 fault messages shown in Tab
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If there was a discrepancy between
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1.15 Survival aspectsInformation on
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did not identify any faults. The BI
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Comparison of the three occurrences
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1.17.2 Processes for reporting and
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2 FACTUAL INFORMATION: ELECTRICAL F
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monitored external systems that pro
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Each FCPC used a number of paramete
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AOA computation logicThe FCPC softw
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Figure 29: FCPC processing of sever
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Table 19: Characteristics of elevat
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Simulation of AOA values for the fi
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2.2.2 Review of recorded flight con
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second PRIM 3 FAULT. The role of ma
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The ACJ was built around the princi
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• It stated that the identificati
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The second part of the V-cycle invo
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• Functional requirements. These
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2.4.5 Safety assessment activitiesG
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equipment software and aircraft ins
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2.5.4 Factors associated with the i
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it is very difficult if not impossi
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applicable to highly-integrated or
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Ongoing developmentsA range of rese
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To conduct an effective fault tree
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According to this model, accidents
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3 FACTUAL INFORMATION: AIR DATA INE
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• inertial reference input/output
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3.3 Examination of data-spike patte
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Figure 38: ARINC 429 word for an AO
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3.3.4 Data-spike patterns for the 7
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Figure 43: Qualitative correlation
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etween the values of any of the fou
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3.4.3 Calculating parameter valuesA
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3.4.5 Packaging the ARINC 429 wordT
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3.4.8 Transmitting data to other sy
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ARINC 429 packaging analysisThe ADI
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component configurations of differe
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manufacturer reported such BITE dat
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3.6 Potential trigger types3.6.1 Ba
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such as liquids or small loose frag
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wires). The electric 144 field stre
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Although the investigation could no
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3.6.6 Single event effectsBackgroun
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until a few years ago, were not dir
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Unit testingIn 2005, as part of the
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that involved a NAV IR and/or NAV A
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EMI from other aircraft systems (su
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from ADIRU 1 was not correctly reco
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• Detected failure. Any failure w
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The ADIRU manufacturer’s analysis
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the aircraft and ADIRU manufacturer
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4 FACTUAL INFORMATION: CABIN SAFETY
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Summary details of the cabin crew
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section, and the ninth flight atten
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Table 29: Significant cabin communi
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Figure 48: Example of damage to the
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4.3.2 Seat belt examinationsSix pas
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The flight crew’s procedures requ
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takeoff, landing or when the seat-b
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Table 31: Levels of injuryInjury le
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4.6.4 Injuries to seated occupants
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The percentage of occupants who wer
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Statistical analyses 197 were done
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passengers reported that they had h
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that seat belts should be worn only
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4.8.2 Handholds in the cabinThe FAA
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Figure 53: Overview of the 7 Octobe
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process needs to ensure that there
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and determine whether they could le
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useful in this case. If the EFCS sp
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5.3.2 Risk associated with the fail
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• All three events occurred in a
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place. Although aviation manufactur
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equiring cabin crew to enforce the
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With the information available to t
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ADIRU 1 affected the operation of a
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6 FINDINGSFrom the evidence availab
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• As of April 2010, the LTN-101 a
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did not illuminate. The new OEB (A3
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modifications were made to its guid
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this advice. At the time of the fir
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APPENDIX A: VERTICAL ACCELERATIONST
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APPENDIX B: FLIGHT RECORDER INFORMA
Page 249 and 250: APPENDIX C: POST-FLIGHT REPORTThe f
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Page 253 and 254: - 233 -
Page 255 and 256: APPENDIX D: OTHER DATA-SPIKE OCCURR
Page 257 and 258: Occurrence on 27 December 2008Overv
Page 259 and 260: Figure D2: FDR data for the 27 Dece
Page 261 and 262: ADIRU informationADIRU 1 was the sa
Page 263 and 264: APPENDIX E: ADIRU TESTINGTest plan
Page 265 and 266: Visual inspectionsExternal visual i
Page 267 and 268: (ADR) output databuses. Loading on
Page 269 and 270: Unit 4167 passed 2,223 of 2,272 tes
Page 271 and 272: dwells (sustained testing at a fixe
Page 273 and 274: APPENDIX F: AIRCRAFT LEVEL TESTINGI
Page 275 and 276: APPENDIX G: ELECTROMAGNETIC RADIATI
Page 277 and 278: cannot be ‘decoded’ by the rece
Page 279 and 280: APPENDIX H: SINGLE EVENT EFFECTSNot
Page 281 and 282: Factors affecting SEE exposureAn ai
Page 283 and 284: portions of memory are constantly b
Page 285: Depending on the form of EDAC, sing
Page 288 and 289: • crew actions: the passenger’s
Page 290 and 291: The questionnaire respondents were
Page 292 and 293: was centred across the passenger’
Page 294 and 295: Previous occurrencesThe seat belt m
Page 296 and 297: Australian turbulence eventsThe mos
Page 299: APPENDIX L: SEAT BELT USE IN ROAD V
Page 304 and 305: US Federal Aviation AdministrationT
Page 307 and 308: APPENDIX N: SOURCES AND SUBMISSIONS
Page 309 and 310: Hanson, RJ 1987, Conducted electrom
Page 311 and 312: Tvaryanas, AP 2003, ‘Epidemiology
Page 313: In-flight upset - 154 km west of Le
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In-flight upset - 154 km west of Learmonth, WA, 7 October 2008,

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