AVIATION Reports - 1997 - A97H0011

Appendices

1. Appendix A - Fredericton Approach Plate for ILS-15
2. Appendix B1 - Aircraft Wreckage Plot
3. Appendix B2 - Wreckage Plot Code
4. Appendix C - Computed Versus Expected CL-Alpha Curve
5. Appendix D - List of Supporting Reports
6. Appendix E - Glossary

---

Appendix A - Fredericton Approach Plate for ILS-15

Appendix B1 - Aircraft Wreckage Plot

Appendix B2 - Wreckage Plot Code

Number	Description
1	large fibreglass panel aft between main gear
2	left wing movable vane
3	fibreglass panel
4, 5	pieces of wheel-well tub
6	left main gear
7	pieces of wheel-well tub
8	fibreglass panel (2 ft x 1 ft)
9	metal panel (~1 ft sq.)
10	brake metering valves
11	transformer rectifier units
12	mangled part of landing gear
13	nose wheel well with maintenance light
14, 15	skin with hydraulic lines
16	part of gear with spring
17	fibreglass panel (6 ft x 3 ft)
18	601R101527/01 - RNCC026526 - flap track fairing
19	metal part
20	spring from front gear
21	600-3201-71/A
22	601R31178-1/N01 - CL601R s/n 68 right main fixed gear door and external power services panel
23	white fibreglass panel
24	600-33039-4/F forward accessory compartment right side door
25	601R31178-2/N01 CL601R s/n 70 - left main fixed gear door
26	6013803* white skin panel
27	fibreglass panel (3 ft x 3 ft)
28	right main gear pivot
29	panel aft between wheel wells (3 ft x 1.5 ft)
30	part of nose gear door
31	601R85001-95 (Dowdy 17008-109) s/n 00169 side stay actuator
32	m/n 15ERGS01 p/n 721863C s/n 0463 air driven generator uplock
33	type RTA-844 weather radar antenna s/n 1304
34	600-33253 1/R air driven generator door
35	right side aft wing root fillet panel
36	m/n 15ERGS02 p/n 756652A s/n 0223 ram air turbine
37	right main gear
38	600-33039-3/F - captain side accessory door
39	piece of avionics bay floor (1 ft x 1 ft)
40	piece of wheel well
41	right aileron tip
42	piece of aluminum
43	piece of lens
44	antenna
45	honeycomb material with pin

Appendix C - Computed Versus Expected CL-Alpha Curve

Appendix D - List of Supporting Reports

The following TSB Engineering Branch Reports were completed and are available on request:

LP 28/98	Records Group Report - CL-600-2B19, C-FSKI
LP 192/97	Recorders Group Report Flight reconstruction video
LP 11/98	Structures Group Report
LP 191/97	Site Survey
LP 3/98	Stall Protection System Components Testing
LP 41/98	Bending Strength of Crash Axe and Pry Bar

Appendix E - Glossary

ACA646	Air Canada Flight 646
ACARS	aircraft communications and reporting system
ACC	area control centre
AFCS	automatic flight control system
AFM	Canadair Regional Jet Airplane Flight Manual
agl	above ground level
AOA	angle of attack
AOM	CL-65 Airplane Operating Manual (Air Canada)
asl	above sea level
AST	Atlantic standard time
ATC	air traffic control
CL	coefficient of lift
CARs	Canadian Aviation Regulations
CASSs	Commercial Air Service Standards
CBAA	Commercial & Business Aviation Advisory Circular
CVR	cockpit voice recorder
DA/H	decision altitude/height
DME	distance measuring equipment
EICAS	Engine Indicating and Crew Alerting System
ELT	emergency locator transmitter
EST	eastern standard time
FCOM	Flight Crew Operating Manual
FDR	flight data recorder
FMS	flight management system
FOM	Flight Operations Manual (Air Canada Publication 550)
FSS	Flight Service Station
G	unit of acceleration equal to the force of gravity
IAR	Institute of Aviation Research (division of National Research Council of Canada)
IAS	indicated airspeed
ICAO	International Civil Aviation Organization
IFR	instrument flight rules
IFT	instrument flight test
ILS	instrument landing system
JBI	James brake index
kg	kilograms
kHz	kilohertz
KIAS	knots indicated airspeed
MDA	minimum descent altitude
MDA/H	minimum descent altitude/height
mg	milligram
MHz	megahertz
NDB	non-directional beacon
NOTAM	Notice to Airmen
NRC	National Research Council of Canada
PA	passenger address
PF	pilot-flying
PMA	pilot monitored approach
PNF	pilot-not-flying
PPC	pilot proficiency check
QETE	Quality Engineering Test Establishment
RCMP	Royal Canadian Mounted Police
RVR	runway visual range
sm	statute mile
SOPs	standard operating procedures
SPS	stall protection system
TCAS	traffic-alert collision-avoidance system
TOGA	take-off and go-around
TSB	Transportation Safety Board of Canada
UTC	coordinated universal time
V2	take-off safety speed
VAPP	(normally) approach speed with one engine inoperative
VFR	visual flight rules
VHF	very high frequency
VOR	very high frequency omni-directional range
VREF	approach speed - landing reference speed in the normal landing configuration
WS	wing station
º	degree

Previous | Table of Contents

---

1. Referred to as CL-65, Canadair Regional Jet (CRJ), and CL600-2B19 in various publications, the aircraft is hereafter referred to as the CL-65, unless quoting.

2. See Appendix E - Glossary for abbreviations and acronyms.

3. All times are AST (coordinated universal time minus four hours) unless otherwise noted.

4. Calculations by Bombardier Inc.

5. VREF is a landing reference speed based on the aircraft's weight and configuration.

6. The Factor, for Air Canada CL-65 operations, is 5 knots plus half of the wind gust that exceeds 10 knots. The Factor is always a minimum of 5 knots and normally a maximum of 10 knots.

7. Although weather information is normally given in UTC, for ease of understanding, all times have been changed to AST; AST = UTC minus 4 hours.

8. Transport Canada and NAV CANADA both informed the TSB that an incorrect observation entry for Fredericton was made to the weather information system. With a temperature of -8ºC, what was reported as fog should have been reported, in the current weather reporting system, as freezing fog.

9. Graphical plot of atmospheric temperature and entropy.

10. A JBI of 0 to .05 would be equivalent to the braking action while hydroplaning, while a bare and dry runway would have a JBI of .8 to 1.0.

11. Includes persons and groups from ICAO Flight Recorder (FLIREC) Panel, International Society of Air Safety Investigators, and European Civil Aviation Electronics (EUROCAE), an organization, with world-wide participation, setting performance specification guidelines for flight recorders.

12. Transportation Safety Board LP 41/98 - Bending Strength of Crash Axe and Pry Bar. It was found that the pry bar had a bending strength 1.6 times that of the axe.

13. Transport Canada's interpretation of the term "practical training" does not mean hands-on; however, the TSB interpretation is that practical training, as alluded to in CAR 705.126, CASS 725.124, and CASS 725.126, means hands-on, where practicable.

14. Sky Check service allows passengers, while boarding, to place their carry-on-baggage on a trolley at the bottom of the stairs for stowage in the baggage area. On arrival, that baggage is placed on a trolley at the foot of the stairs for pick-up by the passengers.

15. FDR data indicate that the aircraft was 0.20 dot right of the ILS localizer.

16. The rate of descent for a three-degree glide path would normally be between 650 and 800 feet per minute, depending on approach ground speed.

17. Nominal approach thrust would be 65-68% N1.

18. It should be noted that this is a direction to instructor pilots who conduct airborne training and is meant as a safe training practice, not as an operating procedure.

19. A nominal thrust setting for go-around in the CL-65 aircraft.

20. For CL-65 operations, Air Canada always uses the 15% wet runway factor in calculating destination runway length required as an additional safety margin, whether or not the runway is expected to be wet.

21. Canadair Regional Jet, Flight Crew Training Manual, Chapter 3.6, Page 30.

22. This statement, if read exactly as written, means that both conditions have to be met for the RVR to be below minimum RVR. For example, with RVR A' = 800 feet and RVR B' = 600 feet, the RVR would not be below minimum RVR. It is the belief of the TSB, and now confirmed by Transport Canada, that this is not the intent of the regulation, and it will be amended.

23. Aircraft have limitations on the minimum height at which the autopilot may be engaged; for some aircraft, this height may be above the decision height.