After levelling, he decided he would not be able to maintain the effort needed on the controls for the duration of the cruise, and made a decision to divert to EMA. The autopilot remained engaged and, following the descent, held the aircraft at 15,000ft with an airspeed of 170kt. The icing-incident made the airline terminate Norway’s domestic- routes with the aircraft. Neither pilot had read the manufacturer’s ‘Cold Weather Operations’ booklet, even though this was referred to during the conversion course and circulated by the operator. The inquiry says the loss of control resulted from “insufficient planning” and “inappropriate decisions” en route, particularly the attempt to climb with degraded aircraft performance. The inquiry points out that both pilots, during the upset, were applying control inputs – possibly because the captain, having been startled, reacted by pulling on the control wheel – and that this situation might have impeded the recovery.
The crew declared MAYDAY to the air traffic control services and was given priority for landing in Madrid.
This was the co-pilot’s first diversion during commercial operations and his workload in support of the commander felt very high. Registration is just €100 per delegate.
Norwegian investigators have disclosed that an ATR 72-600 suffered a serious loss of control, with excessive wing bank, as its crew belatedly attempted to escape from icing conditions during a domestic Bergen-Alesund service. The operator’s recurrent winter training for its pilots relied on their self-study of this FSM and the reference material mentioned, in order to update their understanding of guidance in the OM and elsewhere.
The AAIB then assessed the occurrence as one ‘which could have caused difficulties controlling the aircraft’ so, in accordance with Regulation (EU) No 996/2010, it was classified as a serious incident. Aerossurance is pleased to sponsor the 2017 European Society of Air Safety Investigators (ESASI) 8th Regional Seminar in Ljubljana, Slovenia on 19 and 20 April 2017. While taxiing in, the crew’s perception was that light, wet snow was falling and melting on the taxiways, although some was lying on adjacent grass areas.
The crew also used the PITCH autopilot mode rather than the IAS autopilot mode, even though none of the conditions for PITCH mode existed.
Ice Buildup Swift Air ATR-72-212A EC-KKQ (Credit: CIAIAC). That they chose to level off at 15,000ft but not change course indicates that they “still did not fully understand how serious the situation had, in fact, become”. All pilots will complete this before each winter season and their knowledge will be tested as part of the process. Winter operations and de-icing/anti-icing will be among the topics covered. A contributory factor may have been the crew’s lack of experience operating aircraft in such conditions. Anytime the aircraft detects icing conditions a caution is generated and the icing speeds apply.
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