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The dependence on the use of information systems for nearly every activity and functions in the internet is increasingly high. This form of interconnectedness has bolstered national economies, enhanced how governments interact with their citizens and how ordinary people connect with friends and family. However, this dependence has equally resulted to a high rise in vulnerability, threat and risk associated with more use of information and communication technology. Cyber-attacks that have the potential to disrupt or damage information system infrastructure are getting more complex with some level of sophistication. Traditional protection of information system infrastructure is no longer sufficient; systems have proven to be immune to failure or incidents. This paper aims to ensure that there is a continuous availability of services through a fail-safe proof.

MYSQL replication technique was used to develop a model based on three-tier layers using the principle of network interdependency and the replication techniques. Tier 1 depicts a Telecom organization serving as service provider that provides internet service to Tier 2 organization – a Bank; Tier 3 is the financial App that can be used by bank staff and customers. The fail-safe mode integrated mechanism enables Tier 3 to continue to render its services in the event of an attack on Tier 1 such as DDoS without disruption.

This technique succeeded in mitigating the loss of data if cyber incident occurred or reception of uninterrupted services is countered, which give rise to future master-to-master architecture.

The study conducted is limited to the design and development of a fail-safe system for interdependent networks or systems using MYSQL replication technique.

In an interdependent environment such as the cyberspace, the sectors are interdependent for optimal results. The originality of the work ensures that there is availability of services which is sustained and that data integrity is assured using the fail-safe technique based on MySQL replication method.

An examination of the advantages of fail safe design and present non‐destructive testing techniques, and the importance of facilitating inspection at the design stage. THE introduction to this paper justifies in depth the case for fail safe philosophies in aircraft structural design. The advantages include improved safety, weight savings, the full availability of the potential fatigue life of each individual aircraft in the fleet, protection against accidental damage in service and manufacturing errors, together with a good resale value.

ALTHOUGH the first certification or the Jetstream is to be to B.C.A.R. Section K and F.A.R. Part 23, it has always been intended that full airline standards will be maintained and ultimately certification to Section D, and Part 25 will be obtained. From the point of view of static strength these standards differ little and will have a minor effect only on the structural design. The spirit of the full airline requirements, however, is aimed at long life and fail safe philosophies, and this has been foremost in the thought behind Jetstream's structure. The design crack‐ free life is 40,000 flights (30,000 hours) with the additional aim of a fail safe primary structure. The long crack‐free life will be obtained by restricting the working and fluctuating stresses to values decided for each component by its own spectrum of load cycles. Fail safe primary structure is achieved by the duplication of members, alternative load paths, ‘catchers’, or by effective crack stoppers.

THE Trident has been designed with the objective of achieving freedom from fatigue cracks on the primary structure, during the operational life of the aircraft. Additionally, in areas where the fail safe concept can be applied, the design aim has been to provide multiple load paths and/or crack stoppers so that, in the event of any one member failing, the remaining structure can sustain at least limit loads for a longer period than the interval specified between major inspections of the structure. In the places where it is not possible to apply the fail safe concept, that is on flap and slat tracks, tailplane hinge fitting, engine mountings and landing gear, a substantial margin of safe life is provided.

A Presentation of the Fail‐Safe Concept including the Design as it Applies to a Crack‐Free Life, Corrosion Prevention, Simplified Inspection and Repair, and Safety after Failure. IN designing a new aircraft structure, the principal concern is to ensure that structural failure docs not occur during any stage—taxying, taking‐off, climbing, cruising, descending, landing—of any flight. This concern is not only for the safety and well‐being of the travelling public but also for the economics of airline operation, since the operator demands a long working life from his aircraft, and a good re‐sale value.

THE structural design of the BAC One‐Eleven generally follows closely that of the Vickcrs Vanguard and the VC10†—involving the use of a considerable number of integrally‐machined components. As a short‐haul aircraft the average time per flight of the BAC One‐Eleven is expected to be of the order of 45 min. during which period full cabin pressure differential will be attained, speeds of the order of its design cruising speeds will be achieved and the undercarriage and flaps will be operated for take‐off and landing. Based on current estimations this involves a design aim of a minimum crack‐free life of 40,000 flights, landings and take‐offs —a much more severe requirement than that for the long‐range subsonic jets. Critical areas of the aircraft (undercarriage, flaps, tailplane and cabin pressure skins) are thus designed on fatigue considerations related principally to the number of flights made. The accent has therefore been placed on building a rugged structure which is easy to maintain and has a long service life. Small amounts of additional weight, properly disposed, can effect large improvements in the service life, particularly necessary on a short‐haul aircraft, and although weight saving is always of prime importance it must be balanced by other factors—especially in the primary structure.

THE structural design of the VC10 has been based on well‐established principles and the philosophy of low stress levels in the skins and secondary load paths to meet ‘fail‐safe’ conditions. In general a multiple load path type of structure has been employed. In any one of these load paths a crack may be allowed to develop without fear of catastrophic failure. The operator will, however, be required to maintain a high standard of inspection of the structure in order to prevent cracks developing concurrently in these multiple load paths. The operating economy will be greatly enhanced since major components will not require to be changed until the whole of their useful life has been utilized. This was not the case in structures of the ‘safe‐life’ type owing to the large factors which had to be imposed on life.

We embarked on a case study to explore one organization’s experiences with radical change for the purpose of uncovering how they achieved success. The organization we examined was Honeywell Inc. in Phoenix, Arizona, USA. From the interview data, we were able to devise a set of ten lessons to help others transform successfully. Two important lessons stand out above the rest. First, execution of a carefully developed change plan separates the high performers from less successful BPR projects. Second, recognition that dealing with change is difficult and complicated is not enough. Top management should make change management a top priority and communicate the change vision across the organization.