AVIATION Reports - 2004 - A04H0004

Appendices

1. Appendix A - Flight Data Recorder Engine Data Comparison Between Bradley and Halifax
2. Appendix B - Flight Data Recorder Flight Controls Comparison Between Bradley and Halifax
3. Appendix C - Take-off Sequence
4. Appendix D - Sequence of Events
5. Appendix E - Glossary

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Appendix A - Flight Data Recorder Engine Data Comparison Between Bradley and Halifax

Appendix B - Flight Data Recorder Flight Controls Comparison Between Bradley and Halifax

Appendix C - Take-off Sequence

Appendix D - Sequence of Events

Time (UTC)	Sequence of Events Summary	Indicated Airspeed (knots)	Pitch (degrees)	Distance from Runway 24 threshold (feet)
0647:06	Flight data recorder (FDR) powers on. All engines are running, parking brake is on, flaps are retracted, horizontal stabilizer is at 3.3 trim units, heading is 337ºM, static air temperature is 7.7ºC	50	-0.9
0648:36	Thrust levers are advanced	50	-0.9
0648:40	Aircraft begins to taxi	50	-0.9
0648:58	Flap handle position set to 20º. Horizontal stabilizer position briefly moves from 3.28 trim units to 4.9, then briefly decreases to 4.6, followed by further increase to 6.1 trim units (and remains at 6.1 trim units to end of flight)	50	-0.4
0649:05	Leading edge flaps extended	50	-0.4
0649:48	Aileron control check performed	50	-0.4
0650:03	Elevator control check performed	50	-0.4
0650:14	Rudder control check performed	50	-0.4
0651:13	Starts onto runway	50	0
0651:51	Backtracks Runway 24	50	-0.9
0652:49	Starts right turn at threshold, to line up for take-off Runway 24	50	-0.9
0653:18	Stops right turn on heading 240º, aligned with runway centreline	50	-0.4	194
0653:19	Thrust levers are advanced for rolling take-off	?	-0.4	205
0653:31	Split occurs in throttle lever angles	?	-0.4	474
0653:35	Recorded airspeed begins to record data above 50 knots indicated airspeed (KIAS)	51	-0.5	725
0653:36	Engines stabilize at take-off power (engine pressure ratios at 1.32 to 1.34; engines 2 & 3 thrust lever angles (TLAs) at 47 per cent and 43 per cent, while engines 1 & 4 TLAs at 30 per cent)	53	-0.5	801
0654:08	Control column moves aft to initiate rotation	130	-0.5	5483
0654:10	Nose-up rotation commences; elevator data mirrors control column movement	135	-0.4	5907
0654:13	Control wheel moves clockwise to 6.1º (6º to 7º clockwise input for next 6 seconds); control column moves aft to 8.4º	140	2.3	6571
0654:15	Rudder (lower) deflects right to 2.5º	143	6.7	7026
0654:16	Control column moves to 8.3º aft; pitch briefly stabilizes at 9º; pitch rate approximately 2.2 degrees per second	143	8.5	7257
0654:17	Control column moves further aft to 10º (data loss due to tape splice)	145	?	7490
0654:18	Control column moves to 9.1º aft; pitch reaches 10.6º (next 4 samples indicate pitch stabilizing in 11º range, consistent with lower aft fuselage/ground contact)	?	?	7726
0654:19	Control column at 9.0º aft; pitch reaches 11.1º	?	10.7	7965
	Start of initial runway scrape mark number 1			7977
	End of scrape mark number 1			8103
0654:20	Control wheel moves clockwise to 14.2º; control column moves aft to 12.0º; pitch reaches 11.5º; thrust levers are advanced	149	11.2	8207
	Start of second runway scrape mark number 2			8389
0654:21	Control column moves aft to 12.6º; pitch at 11.5º; engine pressure ratios of engines 2 & 3 reach 1.6 (maximum commanded thrust); engine pressure ratios of engines 1 & 4 are no longer recorded	149	11.5	8449
0654:22	Control column moves further aft to 13.5º; rudder (lower) deflects right to peak 8º; pitch reaches 11.9º (data loss likely due to lower aft fuselage contact with runway)	152	11.6	8692
	End of useable runway			8800
0654:23	FDR data loss	?	?	8939
0654:24	Control column at 13.4º aft; pitch reaches 14.5º; first tilt switch sample indicating “Air”	?	14.5	9188
0654:25	Data loss likely due to lower aft fuselage impact with localizer berm; localizer berm at 9955 feet; therefore, position discrepancy equates to an error of approximately 5 per cent	155	?	9438
	End of scrape mark number 2 in grass			9622
0654:26	Data loss due to localizer berm strike continues for another second	?	?	9691
0654:27	Data loss	?	?	9947
	Localizer berm position			9955
0654:28	Maximum recorded radio altitude is 36 feet; pitch decreases to -5.4º	?	?	10 206
0654:29	Final recorded sample of radio altitude at 0 feet; pitch further decreases to -20.9º; horizontal stabilizer position records spurious value of -72.8 trim units following localizer berm impact; FDR stops recording	R	-8.8	10 468

Appendix E - Glossary

AC	Advisory Circular
A/C	aircraft
AFM	aircraft flight manual
agl	above ground level
AOC	air operating certificate
ARFF	Aircraft Rescue and Fire Fighting
ASI	airspeed indicator
asl	above sea level
ATC	air traffic control
ATIS	automatic terminal information service
ATPL	airline transport pilot licence
B747	Boeing 747-200
BLT	Boeing Laptop Tool
BSI	British Standards Institution
CAA	Civil Aviation Authority
CAP	Civil Air Publication
CAP 371	United Kingdom Civil Aviation Authority publication entitled Avoidance of Fatigue in Air Crews
CRMI	Crew Resource Management Instructor
CVR	cockpit voice recorder
EASA	European Aviation Safety Agency
EFB	electronic flight bag
EGPWS	enhanced ground proximity warning system
EPR	engine pressure ratio
ERS	emergency response services
FAA	Federal Aviation Administration (United States)
FARs	Federal Aviation Regulations
FCL	flight crew licensing
FDR	flight data recorder
FL	flight level
FSO	Flight Safety Officer
GCAA	Ghana Civil Aviation Authority
GCARs	Ghana Civil Aviation Regulations
GMF	Garuda Maintenance Facilities
HIAA	Halifax International Airport Authority
HRM	Halifax Regional Municipality
IASA	International Aviation Safety Assessments
ICAO	International Civil Aviation Organization
ILS	instrument landing system
in Hg	inches of mercury
JARs	Joint Aviation Requirements
KCAS	knots calibrated airspeed
kg	kilograms
KIAS	knots indicated airspeed
LUX	Luxembourg
m	metres
MAC	mean aerodynamic chord
MKA1601	MK Airlines Limited Flight 1601
MKA1602	MK Airlines Limited Flight 1602
N	north
N/A	not applicable
NOTAM	Notice to Airmen
NTSB	National Transportation Safety Board (United States)
OM	operations manual
PDUs	power drive units
PF	pilot flying
QRH	quick reference handbook
RCMP	Royal Canadian Mounted Police
RESA	runway end safety area
RTG II	Rating II
SARPs	standards and recommended practices
SITA	Société Internationale de Télécommunications Aéronautiques
sm	statute miles
SOPs	standard operating procedures
STAS	Standard Take-off Analysis Software
TAT/EPRL	true air temperature/engine pressure ratio limit
TC	Transport Canada
TLAs	thrust lever angles
TODAs	take-off distances available
TP	Transport Publication
TP 312	Transport Canada Publication entitled Aerodrome Standards and Recommended Practices
TRE	Type Rating Examiner
TRI	Type Rating Instructor
TRTO	Type Rating Training Organization
TSB	Transportation Safety Board of Canada
UTC	coordinated universal time
VAR	visual-aural range
V1	take-off decision speed
V2	take-off safety speed
Vmcg	minimum control speed, ground
Vmu	expected minimum unstick speed
Vr	rotation speed
Vref	landing reference speed
W	west
Z	Zulu time (equivalent to UTC)
'	minutes
''	seconds
º	degrees
ºC	degrees Celsius
ºM	degrees magnetic
ºT	degrees true

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1. See Glossary at Appendix E for all abbreviations and acronyms.

2. The term "augmented" flight crew is more commonly used in international organizations and regulations.

3. All times are UTC.

4. Runway analysis charts are paper-based references carried on board the aircraft and are used to calculate take-off performance for a specific runway at a particular airport. They allow the pilot to obtain take-off data and take into account atmospheric conditions, the runway condition, and obstacles in the take-off flight path.

5. Volume 2 contains graphs, tables, and charts used to calculate aircraft performance data. It also contains a one-page, quick reference table for the calculation of take-off speeds. This table does not provide information relative to obstacle clearance.

6. The aircraft was originally constructed as a B747BC (passenger/cargo combination) freighter and was subsequently converted to a B747SF (full freighter) in 1995.

7. The BLT Administrator's Guide, page 40, defines operating empty weight as the weight typically found on the aircraft during normal operations, such as flight crew plus the weight derived from an aircraft weighing.

8. When water injection is used, the cooling effects of the water on the engine enable longer engine component life and thereby permit the operator to increase the thrust.

9. The thrust produced by the JT9D engines is indicated in the cockpit as EPR. The EPR is a ratio of the pressure of the air entering the engine air inlet to the discharge pressure at the engine jet nozzle.

10. MK Airlines Limited procedures required that "max thrust" be called for all take-offs, even if a de-rated or reduced thrust setting was to be used.

11. Vmu is the calibrated airspeed at and above which the aircraft can safely lift off the ground and continue the take-off.

12. Rotation speed is the speed at which the pilot starts to pull back on the yoke to rotate the aircraft in pitch.

13. NAV CANADA is responsible for providing aeronautical information services for Canada, including runway slope information.

14. SITA - Société Internationale de Télécommunications Aéronautiques

15. Zulu is equivalent to UTC.

16. These are FDR indicated data.

17. The air/ground logic of the FDR recorded "tilt switch discrete" is determined by the main landing gear tilt indication on at least one wing or body gear on each side of the aircraft. The tilt indication is satisfied when the wing gear and body gear tilt 53 and 8 , respectively, with respect to the oleos.

18. FDR data indicated 6.1 units and the mass and balance sheet indicated 5.8 units. Differences in values are considered to be within reasonable tolerances to be consistent with a cockpit setting of 5.8 units.

19. A beta version is a version of the software to be used for operational testing before official release.

20. For clarity and consistency, the report uses the term "runway analysis charts" rather than "airport analysis charts."

21. Vref is the minimum speed at the 50-foot height in a normal landing. This speed is equal to 1.3 times the stall speed in the full-flap landing configuration.

22. TAT/EPRL computes the EPR limit for engine rating and mode selected.

23. The date April 2002 was in the document. It was, inadvertently, not updated.

24. The MK Airlines Limited SOPs were to call "MAX thrust" for all take-offs, regardless of the thrust setting being used.

25. The term "acute fatigue" is more commonly used by the TSB.

26. In accordance with the MK Airlines Limited OM, the duty period commences one hour before scheduled departure and ends 15 minutes after arrival at the ramp.

27. Professor James Reason is one of the world's leading academics in the field of understanding human error.

28. In rare cases, when the aircraft is very light, the V1 and Vr bugs can be touching because the speeds are so close. However, in this case, since the crew changed the EPR bugs, it would have been natural to change the ASI bugs.