TP 185E Issue 1/2014 aviation safety letter In this issue… COPA Corner: Flight Through Thunderstorms is Asking for Trouble Pandemic and Communicable Diseases—Spread Prevention Important Enhancements to CAP and RCAP Night IFR Approach in IMC Claims IFR-Rated Private Pilot and Passenger Sustained Stall Under Pressure TSB Final Report Summaries Accident Synopses Know the Tin You’re In Take Five… Passenger Safety Briefings Learn from the mistakes of others; you’ll not live long enough to make them all yourself ... TheAviation Safety Letter is published quarterly by Transport Note: Reprints of original Aviation Safety Letter material are Canada, Civil Aviation. The contents do not necessarily reflect encouraged, but credit must be given to Transport Canada’s official government policy and, unless stated, should not be Aviation Safety Letter. Please forward one copy of the reprinted construed as regulations or directives. article to the editor. Letters with comments and suggestions are invited. All Electronic distribution: correspondence should include the author’s name, address To subscribe to the Aviation Safety Letter e-Bulletin and telephone number. The editor reserves the right to edit notification service, visit: www.tc.gc.ca/ASL. all published articles. The author’s name and address will be withheld from publication upon request. Print-on-Demand: To purchase a Print-on-Demand (POD) version (black and Please address your correspondence to: white), please contact: Paul Marquis, Editor The Order Desk Aviation Safety Letter Transport Canada Transport Canada (AARTT) Toll-free number (North America): 1-888-830-4911 330 Sparks Street, Ottawa ON K1A 0N8 [email protected] Local number: 613-991-4071 E-mail: E-mail: [email protected] Tel.: 613-990-1289 / Fax: 613-952-3298 www.tc.gc.ca/ASL Fax: 613-991-2081 Internet: Internet: www.tc.gc.ca/Transact Copyright: Sécurité aérienne — Nouvelles est la version française de Some of the articles, photographs and graphics that appear cette publication. in the Aviation Safety Letter are subject to copyrights held by other individuals and organizations. In such cases, some © Her Majesty the Queen in Right of Canada, as restrictions on the reproduction of the material may apply, and represented by the Minister of Transport (2014). it may be necessary to seek permission from the rights holder ISSN: 0709-8103 prior to reproducing it. To obtain information concerning TP 185E copyright ownership and restrictions on reproduction of the material, please contact the Aviation Safety Letter editor. Table of Contents section page Pre-Flight ......................................................................................................................................................................................3 Flight Operations .........................................................................................................................................................................9 Maintenance and Certification .................................................................................................................................................17 TSB Final Report Summaries ..................................................................................................................................................19 Accident Synopses .....................................................................................................................................................................33 Debrief: Know the Tin You’re In ..............................................................................................................................................40 Take Five… Passenger Safety Briefings .........................................................................................................................Tear- off The First Defence…Effective Air Traffic Services-Pilot Communication (poster) ..................................................Tear- off 2 Table of Contents ASL 1/2014 Pre-Flight COPA Corner: Flight Through Thunderstorms is Asking for Trouble .............................................................................................3 2013 David Charles Abramson Memorial (DCAM) Flight Instructor Safety Award ..................................................................5 Pandemic and Communicable Diseases—Spread Prevention .......................................................................................................5 Important Enhancements to CAP and RCAP .............................................................................................................................7 COPA Corner: Flight Through Thunderstorms is Asking for Trouble by Donald Anders Talleur. This article was originally published in the October 2010 issue of COPA Flight under the “Pilot’s Primer” column. I write this article shortly after Flight 8520, an AIRES Boeing 737, crashed while on approach to San Andres Island, a Colombian resort area. While the investigation of this crash is still ongoing1, I feel compelled to focus on one prominent circumstance that could have played a role in bringing this aircraft to the ground prematurely. According to all reports, Flight 8520 was flying through a safe flying speed is small, so any sudden loss of airspeed often thunderstorm during the approach to landing. While I do not signals the need for immediate action on the pilot’s part. intend to speculate on the particulars of this crash, its occurrence Failure to react quickly can result in a stall or even premature is a reminder that there are inherent dangers in attempting to ground contact. Typically, wind shear close to the ground fly through a thunderstorm, and it is those dangers that I’d like does not exceed 20 kt, so it can usually be “powered” out of. to address this month. That being said, if a report for wind shear exists, extreme Thunderstorms contain some of the scariest weather known to caution should be taken when attempting a landing in man, and the danger of that weather is well known. such conditions. Wind shear, microbursts, hail, lightning and turbulence are the If wind shear is encountered during landing or takeoff, the main hazards and exist in thunderstorms to varying degrees airspeed loss or gain and the altitude of occurrence should be depending on the size and strength of the storm. I should reported to ATC. point out that size and strength are generally synonymous in While wind shear is relatively common, a less common type that a storm with very high tops is also generally capable of of wind shear event is the microburst. If there can be a worst- producing the worst weather. case wind shear scenario, I’d have to say that a microburst is Although wind shear and microbursts can occur independently it. Years ago, I saw what a microburst could do when one hit a of a thunderstorm, as “painted” on the radar, those associated small airport northwest of the Chicago, Ill. area. with a thunderstorm frequently produce the most hazardous The damage was amazing. If it hadn’t been classified as a flight conditions. microburst, I might have suspected a mini-tornado. Tied down There are a slew of accident cases that list wind shear/probable airplanes were uprooted, and one was even found upside down microburst as contributing to the ensuing loss of control. The on top of a nearby hangar. A nearby barn was flattened. Now typical situation is that an airplane gets into a wind shear picture yourself trying to fly through something that could do situation close to the ground during approach to landing. all of that! A sudden shift in headwind component means a loss of Several airliners have tried over the years and failed miserably. indicated airspeed. An L-1011 crash at Dallas/Fort Worth a bunch of years ago On final approach, the margin between indicated and minimum was tragic testimony that a microburst can bring down the largest of aircraft. 1 The final occurrence report into the AIRES Flight 8520 accident has been released by Colombian authorities since the original publication Since then, some pretty smart folks in the U.S. have looked of this article. The probable cause of the accident was: “Execution of the flight below the angle of approach, due to a misjudgment of the crew, into the microburst phenomenon and made startling findings. believing to be much higher, leading the aircraft to fly a typical trajectory They found that microbursts are a whole lot more common of a ‘black hole’ illusion, which was experienced during the night-time than anyone had previously thought. approach to a runway with low contrast surrounded in bright focused lights, aggravated by bad weather of heavy rain.” (from the Aviation Safety Network’s Web page on Flight 8520) ASL 1/2014 Pre-Flight 3 Through the use of sophisticated measuring equipment they airplane is a convenient object to attract the strike, then… mapped out microburst activity at and near major airports across tag—you’re it! the U.S. and came to the conclusion that microbursts are possible anywhere there is convective activity (i.e. thunderstorms). One last serious hazard, as if the others weren’t bad enough already, is hail. Imagine your friend throwing ice cubes at you Although many microbursts were of an intensity that a large from a distance of 10 ft. It probably won’t kill you, but if he airplane might make it through, many more were of an intensity throws them hard enough, expect some small bruises. Now greater than what brought down that L-1011. While I won’t go imagine him throwing those