Fly airplanes long enough and you’ll misidentify something sooner or later — a visual reporting point, a taxiway that looks like a runway, a lighting matrix that seems to be an airport, a waypoint that’s been fat-fingered, and so forth.
Recently, the Australian Transport Safety Bureau (ATSB) had cause to research incidents in which flight crews misidentified ground features as an airport environment or runway. Here’s what the bureau’s incident review revealed:
Stabilized approaches are always important for a reasonably good landing, but they are absolutely essential for a safe approach at minimums. If, for some reason, you are forced into a below minimums approach, then conducting a stabilized approach is vital in the true sense of the word.
This month we are looking at another recent approach stall accident involving a large airplane with a highly experienced pilot serving as PIC. The NTSB says the FAA’s oversight of the operating company — Fresh Air Inc. — was lax, the operation of the airplane was sloppy and the crew coordination was poor. Training records were haphazard and de facto SOPs did not comply with the aircraft flight manual (AFM).
Pilots operating under Part 125 are not required to receive any specific training as defined by the FARs. However, per 14 CFR 125.287(b), captains are required to meet certain experience requirements, and both pilots are required to receive an annual competency check. In addition, per 14 CFR 125.291(a), each pilot-in-command (PIC) must receive an instrument proficiency check every six months. The instrument proficiency check is generally a more comprehensive check, so Part 125 allows the pilot to substitute an instrument proficiency check for the competency check.
Many of today’s pilots never had the opportunity to operate aircraft with big, radial, piston engines. These powerplants are beefy and complex and have systems to extract extra energy from heat and to deal with high heat and pressures. A water injection system, also known as anti-detonation injection, or simply ADI, is one of them. Another is an auto feathering system, designed to accelerate the feathering of a failing engine while preventing the manual feathering of the running engine. Choosing to use either or both systems creates takeoff weight restrictions.
Investigators from Canada’s Transportation Safety Board often do their on-scene investigations under difficult circumstances, but working in Antarctica can be just about as difficult as it gets. This month, we’ll look at the loss of a de Havilland DHC-6-300 Twin Otter and its crew of three in a controlled flight into terrain (CFIT) accident on Mount Elizabeth, Antarctica. The airplane belonged to Kenn Borek Air Ltd. (KBAL).
Five passengers were killed and two pilots suffered serious injuries when Beech Premier 390 — N777VG —crashed during a balked landing at Thomson, Georgia on Feb. 20, 2013. NTSB has completed its investigation with a finding that the probable cause was “the pilot’s failure to follow airplane flight manual procedures for an antiskid failure in flight, and his failure to immediately retract the lift dump after he elected to attempt a go-around on the runway.
This month we’re looking at the loss of a Beech 1900C that crashed while setting up for an approach at Dillingham, Alaska, Airport (DLG). Both pilots were killed when the airplane crashed into rising terrain about 10 mi. east of Aleknagik, Alaska.
The NTSB has completed its investigation into the loss of Asiana Airlines Flight 214 — a Boeing 777 that crashed into a seawall then cartwheeled on Runway 28L at San Francisco International Airport (SFO) on July 6, 2013 — with a widely anticipated probable cause finding that the crew let the airplane get low and slow during an unstabilized visual approach.
The National Transportation Safety Board said in its determination of probable cause for the loss of Beech E90, N987GM, that “Contributing to the accident was the failure of air traffic control personnel to use available radar information to provide the pilot with a timely warning that he was about to encounter extreme precipitation and weather along his route of flight or to provide alternative routing to the pilot.”
The 52-year-old pilot of Beech King Air N987GM, an E90 model, was certainly experienced — the FAA's airman records showed he reported 5,300 hr. total time at his most recent second-class physical examination even though, inexplicably, his personal logbooks showed over 9,000 hr., 6,500 hr. of that in multiengine airplanes. The logbooks also indicated the pilot had accumulated 718 actual instrument flight hours. Whatever the case, he had spent a good amount of time in the cockpit.
According to the DC-6 emergency checklist, the proper procedure for an engine fire is to ensure the engine is feathered first before pulling the fire-extinguishing handle. The checklist notes the effectiveness of the fire extinguisher system is greater after engine rotation has stopped. A letter submitted to the NTSB by the operator, says, in part:
“Engine rotation may be the source of the engine fire. Feathering and stopping engine rotation may remove that source.”
While installing a fireplace in a cabin clearly would be a bad idea, Lufthansa Technik develops a technology that uses illuminated water mist with an image of burning wood to create a fireplace for VIP aircraft....More
Construction of Cardington’s Number 1 shed, currently housing the HAV project, began in 1916 when Construction of Cardington’s No. 1 shed, currently housing the HAV project, began in 1916 when Short Brothers was awarded an Admiralty contract for the development of dirigible airships....More
China last year accelerated its plans to “reclaim” areas like the Spratly Islands, and the Asian giant is banking on its coast guard to protect its disputed maritime stakes in the region, according to the Pentagon....More
Ethiopian Airlines' fleet renewal and growth continued this week with the delivery of a new Boeing 737-800 from Seattle. Routing through Washington-Dulles and then Dublin, Ireland, the latest 737NG is Ethiopian's 16th. Since 2010, the East African carrier has taken delivery of 25 Boeing 737/777/787s as well as 13 Bombardier DHC8-Q400 regional turbo aircraft. One of the fastest-growing and most modern of African airlines, Ethiopian also has a burgeoning MRO business....More
It's easy to see why the composite machine turns heads; it sits high on a fighter-jet type landing gear, has a spaceship-like cockpit and those forward-swept wings, which beyond looking awesome, allow for a larger cabin as the main structure for the wings can be behind the seating area....More