DOCSLIB.ORG

Dead-Stick Landing Ice Crystals Cause Dual Flameout

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Dead-Stick Landing Ice Crystals Cause Dual Flameout ONRecord Dead-Stick Landing Ice crystals cause dual flameout. BY MARK LACAGNINA The following information provides an aware- unsuccessfully to restart the engines using bat- ness of problems in the hope that they can be tery power. Descending through FL 260, the avoided in the future. The information is based crew increased airspeed to 230 kt to attempt a on final reports by official investigative authori- windmill restart, but there was no indication of ties on aircraft accidents and incidents. engine rotation. “During the descent, ATC provided vectors JETS to the ILS [instrument landing system] approach to Runway 7 at Jacksonville,” the report said. No Training or Guidance on Hazard “The flight was in clouds during the descent, Raytheon Beechjet 400A. Minor damage. No injuries. with moderate to heavy rain beginning at about he Beechjet was on a fractional ownership 10,000 ft. As the airplane neared the airport, operation positioning flight from Indianapolis ATC provided continuous callouts of the dis- Tto Marco Island, Florida, U.S., the afternoon tance remaining to the runway that the pilots of Nov. 28, 2005. The airplane had been flown at later stated was very helpful in managing their Flight Level 400 (approximately 40,000 ft) for 30 descent and approach to the airport.” minutes and at FL 380 for about 15 minutes when The captain assumed control at about 9,000 the flight crew received clearance from air traffic ft. The landing gear was extended manually, and control (ATC) for further descent to FL 330. the Beechjet broke out of the clouds at about “The flight was operating in visual meteoro- 1,200 ft. “After they landed and rolled off the logical conditions [VMC] in the vicinity of cu- runway onto a taxiway, the right landing gear mulonimbus buildups,” said the final report on tire deflated,” the report said. the incident, issued in June by the U.S. National Investigators determined that ice crystals had Transportation Safety Board (NTSB). caused the flameouts (ASW, 6/08, p. 12). “Research The first officer, who had 3,100 flight hours, revealed that convective storms can lift significant including about 20 hours in type, was flying amounts of water into the upper atmosphere and the Beechjet from the left seat. When he pulled that the blow-off from the tops of these storms can back the throttles to begin the descent, the pilots contain significant amounts of ice crystals,” the heard loud pops and saw that both engines had report said. “A post-incident study showed that the flamed out. They donned their oxygen masks, ice crystals could partially melt passing through declared an emergency, established a glide speed the low-pressure compressor of the [Pratt & Whit- of 180 kt and diverted the flight to nearby Jack- ney Canada] JT15D-5 engines due to the increase sonville International Airport. in temperature of the air being compressed. The captain, a check airman with 8,200 flight “Further, the study determined that with the hours, including 1,800 hours in type, attempted engine anti-ice turned off, it was possible for the 58 | FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | SEPTEMBER 2008 ONRecord ice crystals to accrete on the leading edges of and interphone failed, and most of the flight deck the front inner compressor stator leading edges. lights went out. “A number of other, less-critical If a significant buildup of ice had occurred, any systems were also affected,” the report said. change in the airflow angle-of-incidence that The commander, the pilot flying, referred “The commander would occur as power is reduced would cause to the standby instruments and the external any ice that had accreted on the leading edges of horizon to establish level flight at FL 230, which handed over control the stators to break away and would result in the conformed to the last ATC clearance, and at- engine surging and possibly flaming out. tempted unsuccessfully to transmit a mayday of the aircraft to “The study also revealed that after the engine call. Meanwhile, ATC had noticed the loss of the copilot, so that had flamed out, the radiant heat from the oil tank, radio communication and information from the which is in the core of the engine, between the A319’s transponder. he could assess the low- and high-pressure compressors, could cause The commander told investigators that the the ice on the front inner compressor stators to integral lighting for the standby instruments also situation.” melt, and the water could run back and refreeze in had failed, and the instruments were poorly illu- the high-pressure compressor impeller, acting like minated by the remaining flight deck lights. “The a wedge to prevent engine rotation and restart.” commander concentrated on flying the aircraft The report said that research and flight tests while the copilot worked sequentially through also have shown that ice-crystal icing can tem- the checklist actions that had appeared automati- porarily block an orifice designed to trap water cally on the lower ECAM display,” the report said. in the combustion chamber pressure-signal (P3) “The pilots were using active-noise-reduction line and cause an abnormally rapid drop in fuel headsets, and the loss of the flight interphone flow to a level that will not support combustion. made communication between them difficult.” The report said that lack of training and guid- The lower ECAM indicated that the primary ance on the hazard of high-altitude ice-crystal fault was the no. 1 transformer rectifier, which icing was a contributing factor in the incident. converts alternating current to direct current. Pilots interviewed during the investigation said About 90 seconds after the electrical failure oc- that they did not know about the hazard or the curred, most of the affected systems were restored need to activate the engine anti-ice system when when the copilot selected the “AC ESS FEED” flying near convective weather activity. (alternating current essential bus feed) switch to “ALTN” (alternate). The commander declared an Glass Cockpit Goes Dark urgency, reported the electrical failure to ATC Airbus A319-131. No damage. No injuries. and requested and received clearance to fly a major electrical failure occurred as the holding pattern. “The commander handed over A319 neared FL 200 during departure in control of the aircraft to the copilot, so that he A VMC from London Heathrow Airport for could assess the situation,” the report said. “While a scheduled flight with 76 passengers to Buda- in the hold, the cabin crew and passengers were pest, Hungary, the night of Oct. 22, 2005. “The briefed as to the situation, and the auxiliary crew reported that there was an audible ‘clunk’ power unit was started as a precaution.” and the flight deck suddenly became very dark, The commander established radio communi- with a number of systems and flight information cation with a company maintenance control engi- displays ceasing to function,” said the U.K. Air neer. After discussing the situation for 40 minutes Accidents Investigation Branch (AAIB) report. with the engineer, the commander decided to The flight crew’s primary flight displays and continue the flight to Budapest, where the aircraft navigation displays went blank, as did the upper was landed without further incident. electronic centralized aircraft monitor (ECAM). “This is the sixth reported occurrence of a The master warning sounded as the autopilot failure involving the loss of the same five elec- and autothrottles disconnected. The VHF radio tronic flight displays on A320-family aircraft,” WWW.FLIGHTSAFETY.ORG | AEROSAFETYWORLD | SEPTEMBER 2008 | 59 ONRecord the report said, noting that such failures also (FCTM). The FCOM recommended landing at have occurred in other types of aircraft. As a the nearest available airport if more than one of result of the incident investigation, the AAIB the 747’s four hydraulic systems failed; however, recommended that the European Aviation “for a single hydraulic system failure, the checklist Safety Agency consult with other civil aviation listed the aircraft services that the relevant system authorities in considering whether pilots should operated,” the report said. “It did not suggest a receive initial and recurrent training for flight course of action.” The FCTM recommended that with sole reference to standby instruments. following a tire failure on takeoff, the flight crew should not consider continuing the flight to the Blown Tire Disables Hydraulic System destination if other damage, such as a hydraulic Boeing 747-400. Substantial damage. No injuries. system failure, also has occurred. here were 424 people aboard the 747 when The report said that although pilots primarily it departed from Los Angeles International use the FCOM for guidance in flight, the conflict- TAirport before dawn on Oct. 20, 2007, for ing information in the 747 FCOM and FCTM a flight to Brisbane, Australia. “As the aircraft “create the potential for confusion and a less- became airborne, a tire on the left body landing than-optimal response by the crew.” The airline gear disintegrated and a section of tire debris recommended that Boeing review “operational impacted a line of the no. 1 hydraulic system in policy statements” in the FCTM. “The manufac- the left body landing gear well,” said the report turer accepted that suggestion and indicated that by the Australian Transport Safety Bureau an examination would be undertaken as part of its (ATSB). “That caused fluid and pressure loss ongoing standardization program,” the report said. from that system.” The flight crew saw a warning of the hy- Distraction Blamed for Incursion draulic system failure on the engine indicating Boeing 737, Cessna Citation. No damage. No injuries. and crew alerting system (EICAS) and received MC prevailed the morning of Sept. 7, 2006, a report from the cabin crew that a “bang” had when the fight crew of a 737-800 with been heard just before the 747 became airborne.
Load more

Recommended publications
  • Comment Response Document
    EASA SC-VTOL-01 Comment Response Document Note: The comments have been grouped by theme or objective and renumbered sequentially. Bookmarks are available to navigate the document. General type of vehicle Explanatory Note 1: type of vehicle The Special Condition (SC) has been developed to cover a new category of person-carrying vertical take-off and landing (VTOL) heavier-than-air aircraft with lift/thrust units used to generate powered lift and control. The vertical take-off and landing capability distinguishes this type of aircraft from aeroplanes. The Special Condition does not intend to cover traditional rotorcraft either but rather aircraft with distributed lift/thrust and it will be clarified that, for the SC to be applicable, more than 2 lift/thrust units should be used to provide lift during vertical take-off or landing. The Special Condition background mentioned “the aircraft may not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust” as it is the case for some VTOL aircraft being proposed, however this is not a requirement. Comment Comment summary Suggested resolution Comment is an Comment is EASA EASA response observation or substantive or comment is a is an NR Author Paragraph Page disposition suggestion* objection** 1 1David Loebl, Background/Sc 1 “Although hover flight may be possible, the aircraft Clarify the condition where no glide is possible: Yes No Noted See Explanatory Note 1 AutoFlightX ope may not be able to perform an autorotation or a “…not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust.” controlled glide in the event of a loss of lift/thrust implies that the given SC are not applicable for during hover.” transition vehicles that can fly also with aerodynamic lift.
    [Show full text]
  • FTW-8G Emergency Approach and Landing
    FTW-8G Emergency Approach and Landing READING ASSIGNMENT Pilot’s Operating Handbook, Emergency Procedures, Engine Failures AFH Pages 8-26 to 8-27 – “Emergency Approaches and Landings (Simulated)” Study Questions Pilot’s Operating Handbook, Emergency Procedures, Engine Failures 1. In the Emergency Procedures section of a POH, what is typically indicated by emergency procedure steps FTW-8G ? that are shown in boldface type? a) The steps should be memorized. b) The steps are optional. c) Additional information regarding those steps is contained in the amplified procedures section of the POH. 2. Why are the emergency procedures for dealing with an engine failure just after takeoff different from the procedures for dealing with an engine failure in flight? a) The best glide airspeeds are significantly different and result in very different glide angles. b) Engine failures at altitude may allow time for restart procedures to be attempted. c) If the wheels have not stopped spinning from the takeoff roll, the aerodynamics of the forced landing will be substantially different. 3. When responding to an engine failure immediately after takeoff, or for any forced landing, why is it a good idea to shutdown and secure the engine prior to landing? a) Having the engine on limits the effectiveness of flaps and ailerons. b) To reduce the possibility of a post-crash fire. c) To reserve some fuel for future takeoffs, if needed. 4. When should the airplane’s avionics and electrical system be shut down during a forced landing? a) Once landing is assured. b) Prior to squawking 7700 on the transponder.
    [Show full text]
  • National Transportation Safety Board
    ,oc ITSB'. ~MM :o 18 NATIONAL TRANSPORTATION SAFETY BOARD U.S. GENERAL AVIATION 1978 NTSB-AMM-80-8 >C rss llM , UNITED STATES GOVERNMENT TECHNICAL REPORT DOCUMENTATIO~ PAGE 1. Report No. I 2.Government Accession No. 3.Recipient's Catalog No. NTSB-AMM-80;...8 4. Title and Subtitle 5.Report Date Briefs of Accidents, Involving Corporate/Executive August 5, 1980 Aircraft, U.S. General Aviation, 1978 6.Performing Organization Code 7. Author(s) E.Performing Organization Report No. 9. Performing Organization Name and Address 10.Work Unit No. Bureau of Technology 3021 National Transportation Safety Board 11 .Contract or Grant No. Washington, D.C. 20594 13.Type of Report and Period Cove red 12.Sponsoring Agency Name and Address Accident Reports in Brief Format - U.S. General Aviation Corporate/Executive NATIONAL TRANSPORTATION SAFETY BOARD Aircraft, 1978 Washington, D. C. 20594 14.Sponsoring Agency Code 15.Supplementary Notes 16.Abstract This publication contains reports of U.S. general aviation corporate/ executive aircraft accidents occurring in 1978. Included are 87 accident Briefs, 23 of which involve fatal accidents. The brief format presents the facts, conditions, circumstances and probable cause(s) for each accident. Additional statistical information is tabulated by type of accident, phase of operation, injuries and causal/factor(s). This publication will be published annually. 17 ·Key Words Aviation accidents, corporate/executive 18.Distribution Statement aircraft, U.S. general aviation, probable cause, This document is available type of accident, phase of operation, kind of to the public through the flying, aircraft damage, injuries, p~lot data. National Technical Infor­ mation Service, Spring­ field, Virginia 22151 19.Security Classification 20.Security Classification 21 .No.
    [Show full text]
  • WEC Aircraft Use and Safety Handbook
    AIRCRAFT USE AND SAFETY HANDBOOK FOR SCIENTISTS AND RESOURCE MANAGERS John C. Simon Peter C. Frederick Kenneth D. Meyer H. Percival Franklin DEVELOPED BY THE © University of Florida 2010 ABOUT THE AUTHORS John Charles Simon is a Research Coordinator for the University of Florida’s South Florida Wading Bird Project. He earned his private pilot’s certificate in 1986 and has flown over 750 hours as a passenger/observer in both fixed- winged and rotary aircraft conducting population and nesting surveys, habitat evaluations, following flights, and radio telemetry. Dr. Peter Frederick is a Research Professor in the University of Florida’s Department of Wildlife Ecology and Conservation. His research on wading birds in the Florida Everglades has used aerial survey techniques extensively and intensively, with over 1,500 hours flown in fixed-winged and rotary aircraft over 25 years. He survived one air crash in a Cessna 172 during the course of that work. Dr. Kenneth D. Meyer is Director of the Avian Research and Conservation Institute and an Associate Professor (Courtesy) in the University of Florida's Department of Wildlife Ecology and Conservation. Since 1981, Dr. Meyer's research on birds has involved fixed-wing and rotary aircraft for radio telemetry, population surveys, roost counts, nest finding, and following flights. Dr. H. Percival Franklin is Courtesy Associate Professor and Unit Leader of the Florida Cooperative Fish and Wildlife Research Unit. Its employees and cooperators, regardless of employment, are bound by strict aircraft training and use regulations of the Department of Interior. Dr Franklin has been a strong proponent of aircraft and other safety issues in the workplace.
    [Show full text]
  • Helicopters Chapter 1
    Annex to ED Decision 2012/018/R Section 2 - Helicopters Chapter 1 - General requirements GM1 CAT.POL.H.105(c)(3)(ii)(A) General REPORTED HEADWIND COMPONENT The reported headwind component should be interpreted as being that reported at the time of flight planning and may be used, provided there is no significant change of unfactored wind prior to take-off. GM1 CAT.POL.H.110(a)(2)(i) Obstacle accountability COURSE GUIDANCE Standard course guidance includes automatic direction finder (ADF) and VHF omnidirectional radio range (VOR) guidance. Accurate course guidance includes ILS, MLS or other course guidance providing an equivalent navigational accuracy. Chapter 2 – Performance class 1 GM1 CAT.POL.H.200&CAT.POL.H.300&CAT.POL.H.400 General CATEGORY A AND CATEGORY B (a) Helicopters that have been certified according to any of the following standards are considered to satisfy the Category A criteria. Provided that they have the necessary performance information scheduled in the AFM, such helicopters are therefore eligible for performance class 1 or 2 operations: (1) certification as Category A under CS-27 or CS-29; (2) certification as Category A under JAR-27 or JAR-29; (3) certification as Category A under FAR Part 29; (4) certification as group A under BCAR Section G; and (5) certification as group A under BCAR-29. (b) In addition to the above, certain helicopters have been certified under FAR Part 27 and with compliance with FAR Part 29 engine isolation requirements as specified in FAA Advisory Circular AC 27-1. Provided that compliance
    [Show full text]
  • LANDING Av1at1on Safety Digest Is Prepared by the Department of Transport and Communications and Is Published by the Australtan Government Publishing Service
    0 ' 0 ASD 134 SPRING 1987 0 LANDING Av1at1on Safety Digest is prepared by the Department of Transport and Communications and is published by the Australtan Government Publishing Service. It is distributed to Aus tralian licence holders (except student pilots). Contents registered aircraft owners and certain other Editorial persons and organisations having an operational interest in safety within the Aus· tra/1an civil aviation envlfonment. 4 Spring is in the air Flying has its ups and downs D1stnbutees who expenence delivery - especially in the Spring. problems or who wish to notify a change of address should contact: The Publications Distribution Officer (EPSD) Department of Transport and Communicat10ns 6 Afterthoughts? P 0. Box 1986, Carlton South. Vic. 3053, A safe flight is nicely finished off by a post-flight AUSTRALIA T'S SPRING at last. The birds are singing and it's time for us inspection. Telephone (03) 667 2733 to get back into the air after the winter lay-off. Most of us have just been through our leanest period of aviating for the year and we may be more than a little rusty. Our Covers familiarity with the aircraft and its systems, with procedures and Front. When the going gets tough ... the 7 The power of nature checks is at its lowest ebb. Our handling techniques - the vis­ Av1at1on Safety Digest is also available on tough get going. A major element in Thunderstorms deserve respect ual judgments and control inputs - are less automatic and may subscription from the Australian Government landing accidents is a late decision to go Publishing Service.
    [Show full text]
  • Chapter 11 Transition to Complex Airplanes
    Chapter 11 Transition to Complex Airplanes Introduction A high-performance airplane is defined as an airplane with an engine capable of developing more than 200 horsepower. A complex airplane is an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller. In lieu of a controllable pitch propeller, the aircraft could also have an engine control system consisting of a digital computer and associated accessories for controlling the engine and the propeller. A seaplane would still be considered complex if it meets the description above except for having floats instead of a retractable landing gear system. 11-1 i ii Tapered Delta Sweptback Figure 11-1. Airfoil types. Transition to a complex airplane, or a high-performance axis. Wing flaps acts symmetrically about the longitudinal airplane, can be demanding for most pilots without previous axis producing no rolling moment; however, both lift and drag experience. Increased performance and complexity both increase as well as a pitching moment about the lateral axis. require additional planning, judgment, and piloting skills. Lift is a function of several variables including air density, Transition to these types of airplanes, therefore, should be velocity, surface area, and lift coefficient. Since flaps increase accomplished in a systematic manner through a structured an airfoil’s lift coefficient, lift is increased. [Figure 11-3] course of training administered by a qualified flight instructor. As flaps are deflected, the aircraft may pitch nose up, nose Airplanes can be designed to fly through a wide range of down or have minimal changes in pitch attitude. Pitching airspeeds. High speed flight requires smaller wing areas and moment is caused by the rearward movement of the moderately cambered airfoils whereas low speed flight is wing’s center of pressure; however, that pitching behavior obtained with airfoils with a greater camber and larger wing depends on several variables including flap type, wing area.
    [Show full text]
  • ACCIDENT to SOCATA MS880B at EBUL on 14 APRIL 2012 Safety
    Air Accident Investigation Unit - (Belgium) CCN Rue du Progrès 80 Bte 5 1030 Brussels Safety Investigation Report ACCIDENT TO SOCATA MS880B AT EBUL ON 14 APRIL 2012 REF. AAIU-2011-23 ISSUE DATE: 09 DECEMBER 2011 STATUS: DRAFT FINAL Ref. AAIU-2012-07 Issue date: 05FOREWORD July 2013 ........................................................................................................ 3 Status: Final AAIU-2012-07-EBUL SYNOPSIS ........................................................................................................... 4 1 FACTUAL INFORMATION. ........................................................................... 5 1.1 HISTORY OF FLIGHT. ................................................................................ 5 1.2 INJURIES PERSONS. ................................................................................. 5 1.3 DAMAGE TO AIRCRAFT.............................................................................. 5 1.4 OTHER DAMAGE. ...................................................................................... 5 1.5 PERSONNEL INFORMATION. ...................................................................... 5 1.6 AIRCRAFT INFORMATION. .......................................................................... 6 1.7 METEOROLOGICAL CONDITIONS. ............................................................... 7 1.8 AIDS TO NAVIGATION. ............................................................................... 7 1.9 COMMUNICATION. ...................................................................................
    [Show full text]
  • Section 3 Emergency Procedures
    TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page o. No. 3.1 General 3-1 3.3 Emergency Procedure' Check List 3-3 Engine Fire During Start 3-3 Engine Power loss During Takeoff. J-3 Engine Power Loss In Flight 3-3 Power Off Landing 3-3 Fire In Flight 3-3 Loss Of Oil Pre 'sure 3-3 Loss Of Fuel Pressure 3-4 High Oil Temperature 3-4 Alternator Failure 3-4 Spin Recovery 3-4 Open Door. .................................................................. .. 3-4 Carburetor Icing 3-4 Engine Roughnes 3-4 3.5 Amplified Emergency Procedure' (General) 3-7 3.7 EngineFireDuring tart 3-7 3.9 Engine Power Lo s During Takeoff. 3-7 3.11 Engine Power Los In Flight 3-8 3.13 Power Off Landing 3-8 3.15 Fire In Flight , 3-9 .. 17 Loss Of Oil Pressure 3-9 3.19 La Of FueJ Pressure 3-10 3.21 High Oil Temperature 3-10 3.23 Alternator Failure 3-10 3.25 Spin Reco ery 3-10 3.27 Open Door 3-11 3.28 Carburetor lein l! ......................•........................................... 3-11 3.29 Engine Roughne s 3-11 REPORT: VB-790 3-i PIPER AIRCRAFT CORPORAnON SECfION3 PA·28-181, CHEROKEE ARCHER II EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedure. for coping with ariou types of emergencie and critical situations are provided by this section. All of required (FAA regulations) emergency procedure and tho e necessary for the operation of the airplane as determined b the operating and de ign features of the airplane are presented.
    [Show full text]
  • Cessna 152 Checklist Preflight
    Cessna 152 Checklist Preflight CABIN 1. Check Discrepancies and Inspections 2. Required Papers in Airplane (AROW) 2. Enter HOBBS Reading on TACH Sheet 3. Control Wheel Lock . REMOVE 4. Ignition Switch . OFF 5. Master Switch . ON 6. Fuel Gauges . QUANTITY 7. Flaps . 30° 8. Master Switch . OFF 9. Fuel Shutoff Valve . ON 2) FUSELAGE AND EMPENNAGE 1. Fuel Drain . DRAIN 2. Fuselage/Empennage . CHECK CONDITION 3. Rudder Gust Lock . REMOVE 4. Tail Tie-down . DISCONNECT 5. Control Surfaces . CHECK Attachment and Movement 6. Empennage/Fuselage. CHECK CONDITION 3) RIGHT WING TRAILING EDGE 1. Flap . CHECK Attachment and Movement 2. Aileron . CHECK Attachment, Movement, and Counterweights 4) RIGHT WING 1. Wing Tie Down . .DISCONNECT 2. Undercarriage/Tire . CHECK Condition, Inflation, and Brakes 3. Fuel Drain . DRAIN 4. Fuel Quantity . DIP/MEASURE 5. Fuel Filler Cap . SECURE (Check Vent) NIGHT PREFLIGHT 6. Wing Surface . CHECK CONDITION 1. Master Switch . ON 7. Windshield………………..CLEAN 2. Beacon/Strobes . TEST 5) NOSE 3. NAV Lights . TEST 1. Engine Oil Level . 4-6 QUARTS 4. Landing Light . TEST 2. Fuel Sump . DRAIN 5. Interior Lights . TEST 3. Prop/Spinner . CONDITION 6. Master Switch . OFF 4. Alternator Belt . TIGHT 5. Oil Cooler . UNOBSTRUCTED 6. Landing Light…………….CLEAN 7. Air Filter . UNOBSTRUCTED 8. Wheel Strut/Tire . CHECK Condition and Inflation 9. Static Port . UNRESTRICTED 6) LEFT WING 1. Fuel Quantity . DIP/MEASURE 2. Fuel Filler Cap . SECURE (Check Vent) 3. Pitot Tube . UNRESTRICTED/CLEAR 4. Fuel Tank Vent . CLEAR 5. Wing Tie Down . DISCONNECT 6. Stall Warning . OPERATION 7. Wing Surface . CHECK CONDITION 7) LEFT WING TRAILING EDGE 1.
    [Show full text]
  • Safety WORLD SAVING LIVES, SAVING MONEY SAFETY ROI
    AeroSafety WORLD SAVING LIVES, SAVING MONEY SAFETY ROI MASTERING COMPLEXITY Keeping pace with automation UNHAPPY ENDING Overrun at Jackson Hole TRAINING FOR SURPRISES Lessons from Air France 447 RETURN TO SENDER Radar for weather awareness THE JOURNAL OF FLIGHT SAFETY FOUNDATION SEPTEMBER 2012 PRESIDENT’SMESSAGE THE FOURTH Estate was winding down from engagement in an- Another reason we engage with journalists other flurry of news media stories, and think- is to advance views that are critical to the crimi- ing that many of our members probably don’t nalization issue and data protection. We focused understand Flight Safety Foundation’s relation- world attention on those subjects following the Iship with reporters, or are not even aware of all Gol mid-air in Brazil, the Concorde trial and the the things we do with the media. 15-year Air Inter prosecution. We also have been One big reason the Foundation engages ag- very vocal about rulings in Italy that have directly gressively with the media is to give safety profes- interfered with accident investigations. sionals the room they need to do their jobs. Today, Finally, we often engage with the media be- there is no shortage of people who understand cause we need to help them get the story right, or safety, but these people endure a lot of interfer- correct it when it is wrong. Following the tragic ence from politicians, judges and policymakers. crash that killed high-ranking members of the Pol- When an aviation safety event finds its way into the ish government in 2010, we had endless conversa- public spotlight, these politicians are compelled to tions with the Russian and Polish media, helping respond.
    [Show full text]
  • Airplane Flying Handbook (FAA-H-8083-3B) Chapter 17
    Chapter 17 Emergency Procedures Emergency Situations This chapter contains information on dealing with non-normal and emergency situations that may occur in flight. The key to successful management of an emergency situation, and/ or preventing a non-normal situation from progressing into a true emergency, is a thorough familiarity with, and adherence to, the procedures developed by the airplane manufacturer and contained in the Federal Aviation Administration (FAA) approved Airplane Flight Manual and/or Pilot’s Operating Handbook (AFM/POH). The following guidelines are generic and are not meant to replace the airplane manufacturer’s recommended procedures. Rather, they are meant to enhance the pilot’s general knowledge in the area of non-normal and emergency operations. If any of the guidance in this chapter conflicts in any way with the manufacturer’s recommended procedures for a particular make and model airplane, the manufacturer’s recommended procedures take precedence. 17-1 Emergency Landings reach, and indecision in general. Desperate attempts to correct whatever went wrong at the expense of This section contains information on emergency landing airplane control fall into the same category. techniques in small fixed-wing airplanes. The guidelines that are presented apply to the more adverse terrain conditions • Desire to save the airplane—the pilot who has for which no practical training is possible. The objective is been conditioned during training to expect to find to instill in the pilot the knowledge that almost any terrain a relatively safe landing area, whenever the flight can be considered “suitable” for a survivable crash landing instructor closed the throttle for a simulated forced if the pilot knows how to use the airplane structure for self- landing, may ignore all basic rules of airmanship to protection and the protection of passengers.
    [Show full text]