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NTSB – 2008 Accident at Owatonna Airport

NTSB DETERMINES THE CAPTAIN’S DECISION TO ATTEMPT A GO- AROUND LATE IN THE LANDING ROLL WITH INSUFFICIENT RUNWAY REMAINING CAUSED THE 2008 ACCIDENT IN OWATONNA

The NTSB has released a conclusion in the 2008 plane crash at Owatonna Degner Regional Airport, Owatonna.

According to the NTSB report, probable cause was determined to be the captain’s decision to attempt a go-around late in the landing roll with insufficient runway remaining. Contributing factors were cited as “pilots’ poor crew coordination and lack of cockpit discipline; fatigue, which
likely impaired both pilots’ performance; and the failure of the Federal Aviation Administration (FAA) to require crew management training.”

The synopsis is available here:
http://www.ntsb.gov/events/2011/Owatonna_MN/synopsis.html

The webcast from todays meeting on Aircraft Accident Report – Crash on landing of Hawker Beechcraft BAE 125-800A, N818MV, Owatonna, Minnesota, July 31, 2008 will be available here.

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    SAFO: Maintenance of Night Vision Imaging Systems (NVIS)

    Purpose: This SAFO alerts operators of aircraft equipped with a Night Vision Imaging System (NVIS) of
    potential deficiencies in the configuration and condition of installed NVIS equipment.

    Background: Recent Federal Aviation Administration (FAA) assessments of NVIS-equipped aircraft have shown that the likelihood of configuration and maintenance problems increases as aircraft continue in service after NVIS modifications. This means that operators of NVIS-equipped aircraft may not be adequately meeting the inspection and maintenance requirements of NVISs.

    The assessment also concluded that operators are installing light-emitting or light-reflecting equipment, which affects the NVIS compatibility of the aircraft, without ensuring that the equipment is properly evaluated.

    Discussion: The FAA’s Aviation Safety (AVS) organization recently directed a nation-wide sampling of NVIS- equipped aircraft. FAA teams, made up of Flight Standards Service (AFS) inspectors and Aircraft Certification Service (AIR) inspectors/engineers, conducted the sampling and discovered that NVIS-equipped aircraft were frequently out of compliance with NVIS requirements for three primary reasons:
    ? Operators installed light-emitting or light-reflecting equipment that caused the aircraft to no longer be properly configured for use with Night Vision Goggles (NVG);
    ? Operators failed to properly maintain the installed NVIS equipment; and
    ? Flightcrews were aware of conditions that reduced the ability to see necessary instruments/equipment during day, night, NVG-aided, or NVG-unaided flights. Another common problem was improperly filtered light-emitting equipment. Flightcrews did not communicate these discrepancies to the maintenance department or maintenance personnel.

    After assessing and analyzing the data collected, the FAA has determined it is likely that other NVIS-equipped aircraft may not be properly configured or maintained for NVG operations. The term night vision device was intended to include all necessary equipment that is installed or modified as part of the entire NVIS, which includes NVGs. Failure to properly maintain an aircraft’s NVIS configuration and equipment can degrade NVG acuity (i.e., blind spots for flight crewmembers using NVG) and prevent the flightcrew from clearly seeing aircraft instrumentation.
    Distributed by: AFS-200 OPR: AFS-300

    Recommended Action: Directors of Maintenance, Directors of Safety, Directors of Operations, Chief Pilots, mechanics, and pilots operating or maintaining NVIS-equipped aircraft should take appropriate action to confirm the following:
    1. Instructions for Continued Airworthiness (ICA) are current, correct, applicable by serial number, and are being properly applied by maintenance departments and personnel. If the ICA has been incorporated into an inspection program, confirm that all the additional ICA requirements are being met;
    2. Installed NVIS equipment are properly maintained;
    3. Maintenance personnel are appropriately trained on the maintenance and inspection of NVIS installations;
    4. Flightcrews fully understand the importance of reporting NVIS-related problems to maintenance personnel;
    5. Aircraft configuration/conformity is periodically checked to ensure that installed NVIS equipment complies with the Supplemental Type Certificate (STC); and
    6. Current and complete data is available to maintenance personnel to support the NVIS equipment.
    NOTE: An aircraft that does not comply with the STC and/or ICA requirements, or that has inoperative or improperly maintained equipment, should not be operated until corrective action has been taken. Operators may use or apply for Minimum Equipment List (MEL) relief as applicable. MEL information is contained in FAA Order 8900.1, Flight Standards Information Management System (FSIMS), Volume 4, Chapter 4, Minimum Equipment Lists (MEL) and Configuration Deviation Lists (CDL), as well as MMEL Policy Letter 127.

    Please visit http://www.faa.gov/aircraft/air_cert/design_approvals/rotorcraft/nvis/ for additional information on NVIS-equipped aircraft.
    Contact: Questions or comments concerning this SAFO can be directed to your Certificate Holding District Office (CHDO).

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    United Visual Landing Without Instruments, Boston


    Click to view full size photo at Airliners.net
    Contact photographer Jason Whitebird

    What: United Airlines Airbus A320-200 en route from Chicago to Boston
    Where: Logan International
    When: Oct 23, 2012
    Who: 144 passengers, 5 crew
    Why: The pilot was on approach to Logan when he noticed a problem with his instruments.

    The pilot informed ATC of instrument failures and pressurization issues. ATC cleared a holding pattern, until the pilot performed a visual landing.

    The pilot taxied to the Terminal C gate at 12:42 pm. Below is the pilot’s audio.

    Pilot audio

    Pilot’s audio provided by http://www.liveatc.net

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    Eurocopter Ditches, with Four Fatalities


    A CHC operated Eurocopter AS 332L2 Super Puma Mk2 with 18 aboard had taken off from the Borgsten Dolphin rig en route to Sumburgh Airport and suffered a “catastrophic loss of power” before it ditched 2 nm W off Sumburgh, Shetland Islands, Scotland.

    Fourteen survivors were recovered. Four fatalities were reported: Duncan Munro, 46, from Bishop Auckland, Sarah Darnley, 45, from Elgin, Gary McCrossan, 59, from Inverness, and George Allison, 57, from Winchester. Three of the four bodies have been recovered.

    The survivors were hospitalized at Gilbert Bain Hospital in Lerwick. Nine were detained at the hospital for exposure.

    Rescue services included a ferry, a cargo ship, lifeboat crews from Lerwick and Aith, coastguard helicopters, RAF Lossiemouth and two Bond rescue helicopters.

    CHC works for Total transporting rig workers.

    The cause of the crash has not been determined. Pumas have been grounded due to safety concerns.

    Videos Below

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    Algerian Plane Crash Kills 77, One Survivor


    Seventy-seven people were aboard a twenty-four year old missing C-130 Hercules (#7T-WHM) that was flying from Tamanrasset to Constantine when it crashed into Mount Fortas in Algeria. The wreckage was discovered on Feb 11, 2013. The Algerian TV and Radio initially reported 102 fatalities, but updates say there were 78 aboard.

    The Military Lockheed C-130H-30 Hercules was flown by Al Quwwat al-Jawwiya al-Jaza’eriya.

    There were four members of the crew and seventy-four passengers which included men, women and children. The assumption is that these were soldiers and military families.

    One soldier aboard the military transport survived; he is hospitalized in a military hospital in Algiers.

    The plane broke into three parts on impact. Fifty-five bodies were recovered on the rugged terrain in showy conditions.

    Lockheed Martin who built the plane will be assisting the investigation. The plane may have been on approach to Constantine Airport.

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  • SECOND MEDIA BRIEFING ON B-787 Battery


    February 6, 2013
    WASHINGTON – Tomorrow, National Transportation Safety Board Chairman Deborah A.P. Hersman will provide an update on the NTSB’s investigation into the Jan. 7 fire that occurred on a Japan Airlines Boeing 787 at Logan International Airport in Boston.

    Chairman Hersman will brief credentialed members of the news media on the progress of the investigation, after which she and senior staff will take questions. Those unable to attend in person can call in to a teleconference line.

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    Wildlife Feedback Wanted

    The FAA is looking for comments regarding minimum acceptable standards for the conduct and preparation of Wildlife Hazard Site Visits, Hazard Assessments and Hazard Management Plans on the following document:

    For more information, visit Clarification of Wildlife Hazard Management Requirements for Non-Certificated Federally Obligated Airports in the National Plan of Integrated Airport Systems (NPIAS)

    The purpose of this notice is to clarify the FAA’s interpretation of 49 U.S.C. 47107(a) (19) and the corollary Grant Assurance No. 19, relating to airport operations and maintenance. The FAA proposes to require sponsors of federally obligated, non-certificated airports that, after the effective date of this Federal Register Notice, accept a new airport development grant funded under the Airport Improvement Program, or accept a transfer of land under the Surplus Property Act for airport purposes to identify and mitigate wildlife hazards at their airports. These actions will take the form of initial Wildlife Hazard Site Visits (WHSVs) or Wildlife Hazard Assessments (WHAs), depending on the size of the airport, potentially followed by more detailed Wildlife Hazard Management Plans (WHMPs).
    The purpose of a WHSV is for the sponsor to identify any immediate hazards and for the FAA to determine whether a more comprehensive WHA is necessary.

    For More information, see APHIS below:
    Airport Wildlife Hazards Program

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