The Transportation Safety Board of Canada releases report into the November 2010 crash of a Beechcraft F33A near the Toronto/Buttonville Municipal Airport

Gatineau, Quebec, 16 March 2012 - The Transportation Safety Board of Canada (TSB) today released its investigation report into the 18 November 2010 loss of control and collision with terrain of a Beechcraft Bonanza F33A, operated by the Seneca College of Applied Arts and Technology near the Toronto/Buttonville municipal airport.

The aircraft departed the Buttonville airport on a night visual flight rules flight to Kingston airport (Ontario) with an instructor and two students on board. Weather en route began to deteriorate and the flight headed back to the point of departure. On radar, it was observed to be westbound in level flight before it turned north and began to climb. It then turned abruptly to the left and descended. The aircraft was subsequently located in a ploughed field approximately 10 miles east of the airport. It had been destroyed on impact. The three occupants did not survive.

Read the original story here. 

Synopsis

At approximately 18:19 Eastern Standard Time, the Seneca College Beechcraft F33A aircraft (registration C–GSCZ) departed Toronto/Buttonville Municipal Airport for Kingston Airport, Ontario, on a night visual flight rules flight with an instructor and two commercially–qualified students on board. Weather en route began to deteriorate and the aircraft was headed back to Toronto/Buttonville Municipal Airport. The aircraft was observed on radar to be westbound in level flight before it turned north and began to climb. The aircraft then turned abruptly to the left and descended; radar contact was lost. The aircraft was subsequently located in a ploughed level field approximately 10 nautical miles east of the Toronto/Buttonville Municipal Airport. It was destroyed on ground impact and the three occupants were fatally injured. There was no fire and the emergency locator transmitter did not activate. The accident occurred at approximately 18:44 Eastern Standard Time during the hours of darkness.

Findings as to Causes and Contributing Factors

1. After encountering adverse weather conditions, a climbing right turn was initiated. During the climbing turn, engine power was likely not increased and the airspeed decayed. The angle of attack on the left wing was allowed to increase until it stalled and dropped unexpectedly.
2. The location of the flight instruments made it more difficult for the instructor in the right seat to see and react to them and control of the aircraft was not regained before the aircraft struck the ground in a non–survivable impact.

 

Procedures Followed = Safety at Risk

March 15, 2012

There was an interesting occurrence report in the Transport Canada CADOR Reports today of out Rainbow Lake Airport (CYOP) involving a Sunwest Aviation Beech 1900:
 

Upon arrival the CNK400 made the mandatory call on 122.8 using the term "Rainbow Lake traffic" and announced they were doing the R-Nav approach for runway 27. There was no response from either a vehicle or the Unicom. On final, they noticed a flashing light coming from the runway and continued inbound to confirm what the light was. As they got closer, they identified the light as coming from a snow plow on the runway. Upon starting their missed approach, the Unicom operator asked if there was an aircraft landing at Rainbow lake. CNK400 replied that they made several calls and asked if they had been heard. The plow then exited the runway and CNK400 executed a circuit and landed. After landing the flight crew went to talk to the Unicom operator and was informed that they only respond to traffic stating "Rainbow Lake Unicom". The Unicom operator asked if the crew had read the NOTAM regarding snow clearing in effect. When the crew were flight planning that morning the NOTAM was not available, however, they made the appropriate calls inbound to resolve any issues regarding traffic on the runway. The plow operator and the Unicom operator were both monitoring the radios but because CNK400 didn''t say "Unicom", they didn''t reply.

This is a great example of someone being right, but knowingly acting in a way that compromises safety. The Canadian Aviation Regulations are clear on this one - when you are operating in a mandatory frequency (MF) area you make you calls to a ground station "UNICOM" where it exists and if it is operational otherwise you broadcast - i.e you call "traffic"

C.A.R.S. 602.98 (1) Every report made pursuant to this Division shall be made on the mandatory frequency that has been specified for use in the applicable MF area.
(2) Every report referred to in subsection (1) shall be

(a) directed to the ground station associated with the MF area, if a ground station exists and is in operation; or

(b) broadcast, if a ground station does not exist or is not in operation. 

The UNICOM operators attitude of not responding to an inbound aircraft because the pilot called "traffic" and not "UNICOM" is ridiculous!

The response from the operator posted in the CADOR only underscores the absurdity of the situation.

"We have changed the procedures at the Rainbow Lake Airport immediately in an effort to ensure safety for all. Advised the staff, we can’t depend on the aircraft operators to do what we’ve always expected them to do so we have to step up and be extra careful. In the interest of safety at our airport we tried including the aircraft to notify Rainbow Lake Unicom prior to landing at the airport on all our NOTAMs but were told we weren’t allowed to do this. At least that way we could double our safety procedure and the pilots checking the NOTAM would always know to call Rainbow Lake Unicom when landing at the airport here. "

Transportation Safety Board releases report into May 2011 Slave Lake helicopter accident and reiterates helicopter pilots at greater risk when helmets are not worn

Gatineau, Quebec, 15 March 2012 – Today, the Transportation Safety Board of Canada (TSB) released its final investigation report  into the loss of control and collision with the water involving a helicopter operated by Campbell Helicopters Ltd. that occurred on Lesser Slave Lake, Alberta, on 20 May 2011. The pilot, who was the sole occupant of the helicopter, died in the crash.

Photo: Abbotsford Times

Mid–afternoon on the 20 of May 2011, the Campbell Helicopters Ltd. helicopter was conducting bucketing operations on a forest fire fighting mission. The investigation found that "the pilot likely overestimated the helicopter's altitude while on final approach due to glassy water conditions and a lack of visual references, which led to the water bucket inadvertently entering the water" before the helicopter was established in the hover. The aircraft climbed approximately 100 feet above the lake and then rolled rapidly to the right and crashed into the lake. It sustained major damage.

The pilot succumbed to head injuries as a result of the impact. The investigation also found that “the lack of regulations or policies requiring helicopter pilots to wear helmets places them at greater risk of incapacitation due to head injuries following a ditching or crash.” This risk to pilots is a finding in other TSB investigations, most notably from the TSB investigation into the Cougar Helicopters crash off the coast of Newfoundland in 2009.


The reports finding conclude that:

1. The pilot likely overestimated the helicopter's altitude while on final approach, due to glassy water conditions and a lack of visual references, which led to the water bucket inadvertently entering the water before the helicopter was established in the hover.
2. The helicopter was pulled violently rearwards and to the left, as a result of the water bucket entering the water. This caused the helicopter to descend and the pilot to lose control.
3. The helicopter was being operated with the belly hook electrically disarmed, limiting the pilot's ability to jettison the water bucket before losing control.
4. The pilot was not wearing his flight helmet, which contributed to the severity of his head injuries, given that his upper body was not restrained by a shoulder harness.

Bell 212 Helicopter C-FJUR

Cessna's New Citation M2 Makes First Flight Today

Cessna's New Citation M2 Makes First Flight Today

WICHITA, Kan., March 9, 2012 ˜ Cessna's new Citation M2, announced less than six months ago, made its first prototype flight today. The flight lasted a little more than an hour and a half and included tests of the avionics system, autopilot, engine system, aircraft systems and instrument approaches. The prototype took off and landed at Wichita, Kan., Mid-Continent Airport (ICT) where Cessna's main manufacturing facility is located.

"I am excited to say the aircraft performance, handling characteristics and Garmin G3000 avionics were exceptional, just as we had anticipated," said Peter Fisher, Cessna's engineering test pilot who flew the Citation M2. "With this essential program milestone complete, we are looking forward to a successful flight test program and FAA certification so our customers can soon enjoy this great aircraft."

The Citation M2 is a new light business jet that fills the gap between the Citation Mustang and the Citation CJ family and gives customers another entry point into the Citation product line. Federal Aviation Administration certification is expected in the first half of 2013, followed by deliveries beginning in the second half of 2013.

FAA Predicts Airline Traffic will Double in 20 Years

Airbus A380

WASHINGTON – The Federal Aviation Administration (FAA) released its annual forecast today projecting airline passenger travel will nearly double in the next 20 years. The report underscores the need to continue moving forward with implementation of FAA’s Next Generation Air Transportation System (NextGen) to accommodate the projected growth.

“More and more Americans are relying on air travel, and the Obama Administration is committed to making sure the U.S. can meet our growing aviation demands,” said U.S. Secretary of Transportation Ray LaHood.  “Our investment in NextGen is the key to getting passengers and cargo to their destinations more safely, faster, and with less impact on the environment.”

The aviation standard for measuring commercial air travel volume is Revenue Passenger Miles (RPM).  An RPM represents one paying passenger traveling one mile.  Today’s release of the FAA Aerospace Forecast Fiscal Years 2012-2032 projects RPMs will nearly double over the next two decades, from 815 billion in 2011 to 1.57 trillion in 2032, with an average increase of 3.2 percent per year. The number of commercial operations at FAA and contract towers is expected to increase by more than 45 percent from current levels.

“This year, more people will be flying more miles, and we expect that to continue in future years,” said FAA Acting Administrator Michael Huerta. “The American people deserve an aviation system that can keep pace with our increasing reliance on air travel and NextGen will help us get there.”

Through NextGen, the FAA is transforming the U.S. air transportation system with the use of satellite-based technology that will help passengers reach their destinations more quickly, increase air traffic capacity, and enhance safety.  New, more precise routes will also reduce fuel burn, carbon emissions, and noise.

According to the forecast, the total number of people flying commercially on U.S. airlines will increase by 0.2 percent to 732 million in 2012, then to 746 million in 2013, and then increase more rapidly to 1.2 billion in 2032. The aviation system is expected to reach one billion passengers per year in 2024.

Cargo traffic on U.S. airlines, as measured by Revenue Ton Miles (RTMs – one ton of cargo flying one mile) is projected to more than double over the course of the forecast, growing at an average rate of 4.9 percent per year.  The forecast also notes that in 2011, the average percent of occupied seat miles per plane on commercial flights reached a record level of 82 percent. These load factors are expected to reach an average of 83.4 percent in 2032.

In 2011, traffic growth remained modest with passengers increasing by 2.5 percent from 2010 and RPMs up 3.5 percent from 2010.  Landings and takeoffs handled by FAA and FAA contract towers in 2011 were down by 1.0 percent from 2010. However, the number of commercial aircraft handled at the FAA’s high-altitude en route centers grew by 4.8 percent in 2011 over the previous year.   

The forecast projects the strongest growth in general aviation in jet aircraft, which is expected to grow at a rate of 2.9 percent per year, with a 4 percent per year growth rate in hours flown.

The actual forecast can be viewed by going to:  http://www.faa.gov/about/office_org/headquarters_offices/apl/aviation_forecasts/aerospace_forecasts/2012-2032/

Air Canada Strike Grounded

Air Canada Strike Grounded

MONTREAL, March 8, 2012  Canada's Minister of Labour, the Hon. Lisa Raitt, has referred Air Canada's latest labour troubles to the Canadian Industrial Relations Board to  determine the activities that Air Canada may be required to maintain as relates to the health and safety of Canadians - effectively eliminating any risk of strike during the busy March school break.
 There will therefore be no disruption of service and Air Canada's full schedule remains unchanged.

$5.4M Damage to F-16 that Crashed at Oshkosh caused by "extreme fogging"

February 23, 2011 Virginia

The Department of the Air Force has released it's report into the July 2011 accident at Oshkosh when an F-16 over-ran the runway into this grass.

F-16C Tail #87-0296

The report indicates that the crash caused $5.4 million dollars of damage to the aircraft and was caused by a failure of the environmental control systems at caused the cockpit and canopy to fog up during the landing approach.

The aircraft landed just past the 1,000 ft runway marker at approximately 165 to 175 knots. The pilot considered both ejecting and going around, but with the fogged up canopy making a go around difficult and the airshow crowd at risk in an ejection, decided to stick with the landing.

The report concludes that the combination of factors - the canopy fogging, fast touchdown and lack of aero-brake and speed-brakes caused the pilot to lose the visual cues to assess the remaining runway distance.

The pilot and aircraft were from the 187th Fighter Wing located in Montgomery Alabama.