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AT43, vicinity Glasgow, UK 2012

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Revision as of 10:19, 15 October 2013 by Integrator1 (talk | contribs) (Created page with "==Description== On 22 February 2012, an ATR 42-300 being operated by Irish operator Air Contractors on a night scheduled cargo flight from Newcastle to Glasgow for Fed ...")
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Description

On 22 February 2012, an ATR 42-300 being operated by Irish operator Air Contractors on a night scheduled cargo flight from Newcastle to Glasgow for Fed Ex and flying level on the Instrument Landing System (ILS) LOC in Instrument Meteorological Conditions (IMC) to intercept the ILS GS lost airspeed and the stall warning was activated. The recovery was commenced normally but speed in manual flight was then first allowed to increase above the deployed flap limit speed and then to reduce to the extent that a second stall warning was almost triggered before a stabilised approach was regained as the aircraft approached 3nm from touchdown.

Investigation

An Investigation by the UK AAIB was commenced once the circumstances became apparent, but the process of serious incident notification was delayed. Both the 2 hour Cockpit Voice Recorder (CVR) and the Flight Data Recorder (FDR) record were available to assist the Investigation but access to some of the FDR information was delayed because of errors made by the contractor engaged by the operator to carry out periodic and mandatory EU-OPS requirements aimed at validating FDR output to fully follow the correct process. However, all the required data was eventually found to have been preserved and retained.

It was established that the incident flight was the final one of a sequence of three, the first two of which had involved operating from Manchester to Paris CDG to Newcastle. The aircraft commander had acted as PF for the first sector and then again for the incident flight. The CVR record showed that during the Newcastle-Glasgow sector, he had initiated conversation on a range of non operational topics both above and below FL100, the latter being contrary to the operator’s sterile flight deck policy which required that when below FL100, only operational matters were to be the subject of conversation. It was observed that the Co-Pilot’s responses had been “polite but brief” and also that both pilots had missed or mis-heard ATC communications during the flight and some SOPs besides the sterile flight deck policy had not been adhered to.