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GLOBAL OPERATORS CONFERENCE – GLASGOW 2016

SAAB 340 & 2000

GLOBAL OPERATORS CONFERENCE 2016

GLASGOW, SCOTLAND

WELCOME

Magnus Fredriksson




WELCOME

• Introduction of Saab participants

‒ Stefan Allard (Chief Engineer)

‒ Bengt Andersson (Operational Support Pilot)

‒ Jan Erik Andersson (Flight Safety Manager)

‒ Magnus Fredriksson (Operational Support Pilot)

‒ Bob Roth (Operational Support Pilot)

‒ Peter Sundqvist (Chief Engineer Operations Engineering)

• All participants introduce themselves

• Agenda

2




SAAB 340 OPERATIONAL MEETING

3

10:00

• GENERAL INTRODUCTION

• LOGAN

10:45 BREAK

11:00

• AFM/AOM/MMEL REVISION HIGHLIGHTS

(From 2014-05 onwards)

• SPEEDS

• ENGINE OPERATIONS

12:30

• LUNCH




SAAB 340 OPERATIONAL MEETING

4

13:30

• OCCURRENCE REPORTING

• SAFETY INVESTIGATIONS

• OPERATION IN ICING CONDITIONS

• RUPTURED BOOTS

15:00

• BREAK

15:15

• LANDING WITH ICE SPEED ACTIVE

• BLOCK SUMMARY, HIGHLIGHTS, DISCUSSION

• PROPOSED PROCEDURES FOR USE OF ENGINE ANTI-

ICINGDURING LANDING

• OPERATIONAL REQUIREMENTS (ADSB, TCAS etc.)

• OPERATIONAL INFORMATION

17:00 END




FLIGHT MANUAL CHANGES




AFM CHANGES

Lamp test added (”Before first flight of the day”)

P-RNAV (FMS UNS-1K+, -1L, 1Lw)

‒ FMS Database integrity check deleted

‒ Requirement to deselect VOR/DME as signal source with individual VOR/DME signals reported erroneous deleted

Flap Wear Strip included in CDL

6




AFM CHANGES

Eastman Turbo Oil added (same as BP Turbo Oil)

Limitation on flap setting for landing with stab boot fault (ruptured)

Procedure for landing with stab boot fault (ruptured)

Clarified that max demonstrated crosswind includes gust

7




AFM CHANGES

FMS Vertical Guidance certified (advisory) with Mod. 3562 (EASA only)

Supplement for operation on narrow runways deleted (CASA only)

Supplement for operation on Gravel Runways updated with Flaps 0 performance (TC 340B only)

New Supplement for operation on gravel runway issued (340B(WT) (EASA/FAA)

8




AOM CHANGES

Abnormal procedure (ch 17) for mechanical failure of CTOT switch added.

Abnormal procedure for abnormal temp in cockpit or cabin revised

Note added in introduction to emergency procedures

Emergency procedure for unusual vibrations updated with note regarding vibrations when flap is extended (possible de-ice boot rupture). Speed increments for combined fault added.

9




AOM CHANGES

Caution added regarding FMS UNS-1k SCN 602.x P-RNAV behaviour

Description for TCAS 7.1 added

Lamp test added in normal procedures ”Prepatory check”

Title for boot remains inflated changed to highlight that the fault can be present without boot indication light illuminated

10




AOM CHANGES

Re-issue of complete manual

Description and procedures for EFB included

Fuel leak abnormal checklist, exp page info regarding faulty fuel quantity indicator.

Timer light ON checklist

‒ Exp text regarding indications of and actions for a ruptured stab boot

‒ Note stating that the caution can be caused by a frozen pressure switch, test when SAT above freezing.

11




AOM CHANGES

Time criteria for motoring in checklist for hot/hung etc. added.

Including gust added for maximum demonstrated crosswind

Recommendation regarding action when vibrations in icing conditions occur. If not sure whether it is pre-stall buffeting or propeller vibrations, always perform stall recovery.

12




AOM CHANGES

New information regarding possible consequences of an undetected RALT failure added.

Description for advisory V-NAV added.

AP mode selection when selecting ice protection added in normal climb procedures.

Set de-ice boot to OFF added in the after landing check.

13




AOM CHANGES

Text added to highlight the time it takes for engine to stop when shutting down with fire handles (Hydraulic fluid loss checklist).

Flight procedures updated with information regarding operation in icing conditions.

Information regarding inadvertent stall warning during flight in moderate to severe turbulence added.

14




AOM CHANGES

Caution regarding Go-Around with ice speeds active

Landing procedure with ice speeds active

Carry speed increments to touch down

Avoid long flare

Limit pitch at touch down

Information regarding simulator training for stall or stall warning in icing conditions added, including simulator setup procedure.

VCLEAN +15 re-named to VCLEAN-ICE

15




AOM CHANGES

Highlighted that an aircraft certified for operation in icing conditions does not mean that unrestricted operation in all kind of icing conditions can be permitted.

16




MMEL CHANGES

Currently revision of the MMEL is not possible

New Operational Suitability Data (OSD) regulation issued by EASA (EU reg 69/2014)

”Light catch-up” offered by EASA

Adaption according to CS MMEL Guidance Book to make MMEL EASA approved ongoing.

17




OPERATIONAL QUESTIONS

[email protected]

18




SAAB 340 & 2000


GLASGOW, SCOTLAND

SAAB 340 SPEEDS (REFERENCE 340B AOM 27/1)

Bob Roth




SAAB 340 SPEEDSDEFINITION OF SPEEDS

20




SAAB 340 SPEEDSDEFINITION OF SPEEDS (CONTINUED)

21




SAAB 340 SPEEDSDEFINITION OF SPEEDS (CONTINUED)

22




SAAB 340 SPEEDSOPERATING SPEEDS

23




SAAB 340 SPEEDSOPERATING SPEEDS (CONTINUED)

24




SAAB 340 SPEEDSOPERATING SPEEDS (CONTINUED)

25




SAAB 340 SPEEDSMANEUVERING SPEEDS

26




SAAB 340 SPEEDSSPEED ON FINAL APPROACH

27




SAAB 340 SPEEDSGO-AROUND SPEEDS

28




SAAB 340 SPEEDSICE SPEED SYSTEM

29




SAAB 340 SPEEDSFLIGHT ENVELOPE AND STALL SPEED

30




SAAB 340 SPEEDSMARGIN TO STALL VS. BANK ANGLE

31




SAAB 340 SPEEDSSPEED SUMMARY (340B)

32




SAAB 340 & 2000


GLASGOW, SCOTLAND

CT-7 ENGINE OPERATION

Bob Roth




CT-7 ENGINE OPERATION

• Agenda

‒ Cold and Hot Weather Operations

‒ Auto Ignition Test

‒ Power Fluctuations

‒ Reduced Power Takeoffs

‒ Derivative Power Takeoffs

‒ Trend Monitoring + ΔΔT Monitoring

‒ Consideration of Environmental Conditions for Compressor Washing

‒ Compressor Stall Prevention, Recognition, and Recovery

‒ Direct vs. Motoring Starts

‒ Use of Max Continuous Power

‒ Proper Power Setting (Torque vs. ITT)

‒ Discussions and Questions




• Cold Weather Preflight (Ref. Saab 340 AOM 37/1, etc.)

‒ Check for ice or snow in engine inlets, birdcatchers, and exhaustnozzles.

‒ Check propellers free of ice and rotate freely.

‒ Residual ice and / or snow accumulation, especially on aft wall ofbirdcatchers, might exist in the inlet after flight in icing conditions.

‒ The preferred method for removing ice or snow from thebirdcatchers is by use of hot air.

‒ If this is not possible, then heated Type I or III deicing fluidcan be used. DO NOT direct deicing fluid into the engineintakes!

‒ Engine inlets, birdcatchers, and exhaust nozzles MUST becompletely clear of ice and snow before takeoff.

‒ In some cases – such as airports with remote ground deicingfacilities, it is acceptable to start engine(s) with residual ice orsnow in the birdcatcher in order to taxi to the deicing area.Power must be kept below Flight Idle during taxi in theseconditions.

CT-7 ENGINE OPERATIONCOLD AND HOT WEATHER OPERATIONS




• Ground De- / anti-icing (Ref. Saab 340 AOM 37/1, etc.)

‒ The preferred policy is to de- / anti-ice with engines stoppedwhenever possible.

‒ If this is not possible – i.e., airports with remote deicing facilities –then following procedures should be considered mandatory afterreaching the deice facility and coordinating with deice groundcrew:

‒ Set CL(s) to START

CAUTION: Expect a thrust burst and probable forward movement of the aircraft when parked on a slippery surface and CL(s) retarded to START position.

‒ Select all bleed switches to CLOSED (L + R BLD VALVE andL + R HP VALVE switches).

‒ Due to low ambient temperature and short time, RECIRCfans may be left ON, even though bleeds are selected OFF.

‒ After de- / anti-icing is completed set CL’s to MIN / MAX.

‒ Bleeds may be selected ON no sooner than 30 seconds afterde- / anti-icing is completed.






• If Ground De- / anti-icing is conducted with engine(s)running:

WARNING:

DO NOT ALLOW DIRECT OR INDIRECT SPRAYINGOF DE- / ANTI-ICING FLUIDS INTO OR AROUNDTHE ENGINE INLETS!

‒ Ingestion of de- / anti-ice fluid will degradecompressor stall margin, and increase engine”water-wash” interval requirements.





• Cold Weather Engine Starting and Taxi

‒ Use External Power, if available. Minimum starting current is1,400A (1,500A to 1,600A preferred).

‒ Battery start is allowable, if battery temperature is at least -20° C.

‒ Minimize use of batteries during preflight!

‒ If aircraft has been cold soaked, wait 5 minutes after startingbefore selecting HP switches to AUTO.

‒ Confirm Bottoming Governor engagement after start.

‒ With cold fuel it is possible that the bottoming governor willnot engage until PGB oil temperature is above +25° C.

‒ Cold fuel may cause an internal seal in the HMU torquemotor mechanism to leak until warmer fuel expands the seal.

‒ This can cause an uncommanded PRPM increase when theBG finally does engage, leading to directional controlproblems if taxi-ing on slippery surface!

‒ DO NOT use reverse thrust during taxi, and minimize use duringlanding! Reverse thrust should never be used below 50 KIAS.





• Cold Weather Engine Starting and Taxi (continued)

‒ To avoid uncommanded PPRM increase and directional controlproblems, use following procedure:

‒ After engine start, advance CL’s to MIN / MAX range.

‒ If BG’s do not engage (no increase in NG after PRPMreaches minimum cut-in speed);

‒ Retard CL’s to UNF position (just aft of MIN gate) and waitfor PGB oil temperature to reach +25° C. Cycling CL(s)between UNF and MIN / MAX may help speed oiltemperature warm-up.

‒ Advance CL’s into MIN / MAX range and confirm BG’s haveengaged.

‒ Remember, a proper engine warm-up period is as importantas the cool-down.

‒ If icing conditions do not exist on the ground, and ramps and taxi-ways are free of ice and snow, then taxi may be accomplishedwith CL’s in the UNFEATHER position. However.....





• Cold Weather Engine Starting and Taxi (continued)

‒ If taxi-ing with BG’s not engaged and/or CL’s in UNFEATHER:

‒ Icing conditions must NOT be present and ramps and taxi-ways must be free of ice and snow.

‒ AC generator(s) might not come on / stay on line with CL(s)in UNFEATHER position.

‒ Allow ample warm-up period for pitots, probes,windshields, and etc. before commencing takeoff – thiscan take up to six minutes or more!

‒ Reverse thrust will NOT be available if CL’s are in UNFposition.





• Use of Engine Anti-Ice

‒ Saab 340 Aircraft Flight Manual (AFM) states that IcingConditions for ENGINE anti-icing exist whenever...

‒ Except for aircraft on U.S. registry:

‒ ...outside air temperature is +5° C. or colder and

‒ There is any type of visible moisture present (clouds, fog withvisibility of one mile or less, rain, snow, sleet, ice crystals, or

‒ When on the ground, there is standing water, slush, or snow(except hard-packed snow) on the ramps, taxi-ways, orrunways.

‒ For aircraft on U.S. registry:

‒ ...outside air temperature is +10° C. or colder and

‒ There is any type of visible moisture present (clouds, fog withvisibility of one mile or less, rain, snow, sleet, ice crystals, or

‒ When on the ground, there is standing water, slush, or snow(except hard-packed snow) on the ramps, taxi-ways, orrunways.

‒ For all, Engine Anti Ice must be ON when operating in the aboveconditions, and left ON for 5 minutes after exiting the conditons.





• Use of Engine Anti-Ice (continued)

‒ Remember, it is important to select Engine Anti-Ice ON beforeentering icing conditions in order to allow sufficient warm-up time.

‒ Also remember that due to the venturi effect present in the inlet,actual temperature within the inlet can be as much as 3° C. colderthan ambient temperature.

‒ Under some conditions there is a possibility for ice or snow tobuild up in the inlet – especially in aft portion of the birdcatcher –even with engine anti-ice on. Therefore, leaving engine anti-ice onfor 5 minutes after exiting icing conditions, i.a.w. the AFMrequirement, is a good idea.





LUCAS System





COX System





• Power Fluctuations (Ref. Saab 340A OB No. 57, 340B OB No.32)

‒ Even when operating in accordance with published requirementsand recommendations for use of Engine Anti-Ice, there is achance for very short (1 to 4 seconds) duration powerfluctuations.

‒ These fluctuations are the result of ice or snow accumulation inthe birdcatcher that is sometimes ingested into the engine.

‒ Ingestion of this ice or snow can, in some cases, cause amomentary (< 2 seconds) quenching of the combustor and / or aself-recovering ingestion compressor stall.

‒ Most likely conditions for encountering a power fluctuation is ataltitude higher than 10,000 feet, with OAT between ISA andISA+20, in icing conditions, or shortly after leaving icingconditions.

‒ To date, no documented power fluctuation event has requiredANY aircrew input for recovery, nor caused any adverse effectson engine integrity or performance.

‒ Due to design differences in the auto-ignition system trigger,external symptoms will differ between Saab 340A and Saab 340Baircraft.





• Power Fluctuations (continued)

‒ Definition (Ref. Saab 340A OB No. 57, 340B OB No. 32)

‒ The power fluctuation phenomena is quite well understood,thanks to DFDR data, aircrew reports, and videotape of actualevents recorded by cameras installed in the inlet of an aircraft inrevenue service.

‒ Video recordings showed small lumps of snow shedding from theaft wall of the birdcatcher and sometimes being sucked into theengine.

‒ The following slides illustrate the process that occurs during apower fluctuation.






‒ Illustration of a typical event:

1. Snow / ice collects on aft wall of

birdcatcher







2. Snow / ice breaks free, moves

forward, and…







3. …strikes aft edge of the inlet

tongue (splitter lip) and breaks up.







4. In some cases some particles

move upwards and are ingested,

passing through the IGV’s….







5. …and the compressor. In some

cases, self-recovering compressor

stall results due to ingestion of

snow / ice.







6. Water from melted snow / ice

continues aft into the combustor

section…







7. …and if the water content is high

enough combustion is quenched,

but immediately restored by the

auto-ignition system.






Saab 340A

Note that CT7 power

fluctuations have been

divided into 3 distinct

types (Types I, II, and

III), depending on the

internal processes in the

inlet and engine, and

the external symptoms

visible to the aircrew.






Saab 340B






‒ Types of power fluctuations (continued)

340A






‒ Types of power fluctuations (continued)

‒ Differences between 340A and 340B Auto-Ignition Systems:

‒ 340A is triggered any time P3 reference pressure is less than70 PSI. There is no latching function.

‒ 340B is triggered any time NG deceleration exceeds a pre-programmed rate, monitored by the DECU. When triggered,ignition will latch ON for 7 seconds.

‒ Reports of PF events in 340B outnumber 340A by ten to one!

340B





• Auto Ignition Test‒ In over 14 million hours of Saab 340 operation, only one

actual engine shutdown has occured as a result of a powerfluctuation. That single incident was traced to a failed fuse inthe engine’s DECU. Due to that failure, requirements wereinstituted for an auto ignition test to be accomplished onceper day for aircraft NOT on the U.S. registry, and once perflight for aircraft ON the U.S. registry.

‒ For 340A aircraft, this test is accomplished prior to enginestart by advancing PL’s above the FI gate and confirmingillumination of the L and R IGN lights on the FSP.

‒ For 340B aircraft, the test is accomplished at engineshutdown in the following manner:

‒ Advance PL’s to set NG at 75% to 77%

‒ Retard CL’s to FUEL OFF

‒ Confirm L + R IGN lights illuminate momentarily

‒ Retard PL’s to Ground Idle





• A Note About the Saab 340A Auto Ignition System

‒ As mentioned previously, it is possible that residual snow or icemay exist on the aft wall of the birdcatcher after flight in icingconditions.

‒ During landing – especially with application of reverse thrust –this residual snow or ice can be ingested into the engine, and ifwater content is high enough, might induce a power fluctuation.

‒ For the 340B, this will probably not be noticed by the aircrew, asautoignition will trigger and immediately relight the engine.

‒ However...

‒ On the 340A autoignition is inhibited with PL’s below FI. Thus, apower fluctuation resulting from snow or ice ingestion duringreverse thrust might result in flameout of one or both enginesduring the landing rollout.





• Hot Weather Operations: Basic Engine Preservation Rules:

1. ECS ON Starts

‒ Select L + R BLD VALVE switches to AUTO before engagingstarter.

‒ Minimizes compressor load.

2. MOTORING Starts

‒ Provides best compressor acceleration and stabilization in allcases, and assures adequate lubrication and dampening ofengine bearings.

‒ Motor for at least 10 seconds (if electrical power sufficient),but always achieve ITT <175° C.

‒ In very hot conditions, consider motoring for full 30 seconds,i.a.w. starter duty limitations.






3. Proper Use of HP Bleed Air

‒ Allows rapid cooling of passenger cabin without harm toengine or airframe systems.

‒ Comply with minimum / maximum OAT restrictions i.a.w.your ECMP contract.

‒ Increase NG to achieve lowest ITT (usually ~ 73% to 75%)

‒ Remember, HP valve will close if P3 reference pressure>75 PSI.

‒ Leave affected engine’s CL at START position (propellerfeathered) to eliminate need to manipulate PL during taxi.

‒ Select HP switch to AUTO.

‒ Advance PL slightly to re-achieve lowest ITT.

‒ Minimize use of XVALVE – i.e., if acceptable, only direct HPair to one ECS, vs. to both.

‒ Both HP valves may be opened, BUT ONLY IF AIRCRAFT ISNOT TAXI-ING!!






4. ALWAYS allow at least two minutes cool-down period tothermally stabilize engine before retarding CL’s to FUEL OFF.

‒ Cool-down can begin when PL’s are advanced to GI (i.e.,NOT in reverse) and HP BLD switches are CLOSED – i.e.,during taxi-in.

‒ Longer cool down is not necessary, but doesn’t hurt ifadequate ramp safety measures, etc. are taken.

5. Ensure compressor wash interval is appropriate for conditions(more on this later...).

6. In extremely dusty / sandy conditions periodically remove andwash gas generator.

7. Minimize use of reverse thrust – especially in dusty / sandyconditions.

8. DO NOT use reverse thrust during taxi, ever!

9. ALWAYS use Reduced Power for takeoff, whenever allowed.






10. ALWAYS set power using official REPORTED OAT. NEVER useSAT indication on EHSI for calculating takeoff power.

11. Perform first flight of the day, or any flight when aircraft hasbeen on the ground for more than two hours, with ECS ON, ifpayload and performance restrictions permit.

12. Remember the ”Three Degree Rule”

• 1° C. OAT = 3° C. ITT

• 1% Torque = 3° C. ITT

• 300’ P.A. = 3° C. ITT




• Battery Starts

‒ Battery starts often result in cooler starts than external powerstarts.

‒ Consider using a battery start anytime conditions areunfavorable, such as high OAT and a strong tailwind, or ifmaking a 2nd attempt after aborting for high or rapidly-risingITT.

‒ Starting with PROPERLY MAINTAINED batteries, vs. GPU,provides some engine benefits since batteries are connected inseries:

‒ For aircraft without Mod 2417 (SB 340-24-21), when STARTswitch is engaged,

‒ For aircraft sn 340 and up, or with Mod 2417, when IGNswitch is selected to NORM.

CT-7 ENGINE OPERATIONENGINE STARTING




• Battery Starts (continued)

‒ In almost all conditions a battery start with PROPERLYMAINTAINED batteries will be successful, and if the batteries areallowed time to re-charge and cool down, subsequent batterystarts should also be successful.

‒ As a rule-of-thumb, in ISA conditions, a flight time of 1 hourbetween battery starts will allow sufficient battery cool down time.

‒ Since battery temperature increases 10 to 15 C. every batterystart, you will likely find that repeated battery starts followingshorter flight segments, or in hot weather will result in a hot battery– and NO BAT START light – after only a few such cycles.





• External Power Starts

‒ However, the best way to avoid battery problems, and provide agood overall cover for aircraft systems, is to use a healthy externalpower source whenever available.

‒ By healthy, we mean a unit capable of and set to 28 to 29.5VDC,with a minimum starting current of 1,400 amps and maximum of1,600 amps, with 1,500 to 1,600 amps preferred.

‒ Of course ensuring that the unit is plugged in or full of gas isessential as well…

‒ In the past, quite a bit of damage to PDU’s resulted from faultyGPU’s.

‒ In response to this problem a modification to the engine startcontrol was made available in 1995.

‒ While the start control modification has proven successful inprotecting PDU’s, an important AIRCREW proceduralconsideration became necessary…





• External Power Starts (continued):

‒ With the modified start control, if the GPU should fall off line (orGPU voltage drops to 7V) while the start relay is energized, allelectrical power is lost except the Hot Battery Busses and theEmergency Battery Bus.

‒ Most cockpit systems will be lost, and since the External Powerrelay will be powered by the Emergency Bus, the External Powerswitch will NOT automatically move to the OFF position.

‒ This means that if the failure should occur after light-off, but beforereaching starter cutout, a hung start with resultant ITT overtempand compressor rub damage is very likely.

‒ So, If GPU drops off line during a motoring start (or during drymotoring), simply release the START switch to de-energize thestart relay and restore Essential Bus power.

‒ If the GPU falls off line during a direct start, you need only retardthe CL to FUEL OFF, which will de-energize the start relay, andimmediately restore Essential Bus power.





• Cross Generator Starts

‒ The only limitation for a cross generator start is quite simple:

‒ After starting the first engine, wait at least one minute afterthat engine’s generator comes on line (i.e., GEN light is out)before attempting to start the second engine.

‒ This is to ensure adequate cool-down time for thestarter/generator.

‒ QUESTIONS:

‒ Is there an airframe or engine limitation regarding maximumGenerator Load prior to initiating a cross generator start?

‒ What is the maximum battery temperature that should beaccepted prior to initiating a cross generator start?





• Motoring Starts

‒ To improve chances of a successful engine start, and to improveengine life and reliability, conduct ALL starts as motoring starts,instead of just high-ITT or tailwind starts. This will result in:

‒ Higher compressor airflow, and thus a cooler start

‒ Better lubrication of engine bearings and components

‒ Decreased potential for compressor / case rub, hung starts,and etc.

‒ There are a few important items to keep in mind during a motoringstart however:

‒ Comply with normal starter duty / cycle limitations

‒ Make certain that the proper order is followed for selecting CLto START and IGN to NORMAL.

‒ It is important to understand that PDU start relay damage(even with modified start control) is likely to occur if theIGN switch is selected to NORM before, or at about thesame time as CL is advanced to START.

‒ If a mistake is made, ABORT THE START – i.e., simplyrelease the START switch.





• Direct Starts

‒ The Saab 340 was designed and introduced with a “direct” startcapability.

‒ This was initially considered to be the normal way of startingengines, and is a very simple procedure:

‒ Set IGN switch to NORM

‒ Advance CL to START

‒ Set the START switch to L or R and hold for two seconds

‒ Monitor the start

‒ For reasons discussed earlier, operational experience indicatedthat engine life and reliability were greatly increased if engineswere started using motoring starts as the normal method, instead.

‒ So, is there ever a reason to use “direct” start?

‒ For 340A aircraft with long start time – i.e., nearing the 70second limit, and;

‒ Following a hung start, oftentimes a direct start may providebetter start IF all other factors are checked and confirmed OK.





• ECS ON Starts

‒ All starts should be conducted with ECS ON.

‒ How about in extreme cold conditions?

‒ Select L and R BLD VALVE switches to AUTO before engaging thestarter.

‒ The bleed valves won’t actually open without an engine running,since the valves are moved pneumatically.

‒ However, the valves only require about 10 PSI to move, whichmeans they begin opening at around 30% NG, which just happensto be very near the compressor’s critical speed during engine start.

‒ Opening of the valves at this point improves the compressorstall margin – thus decreasing the possibility of hung start orother problems.

‒ Remember, the CT7 has very efficient (but tight) stall margins.A cold engine needs proper aircrew input for a successfulstart!





• Aborted Starts

‒ An engine start MUST be aborted if any of the following eventsoccur:

‒ NG does not increase after engaging starter.

‒ NG ceases to accelerate before reaching Ground Idle. (i.e., a“hung start”)

‒ No light off indication (i.e., no ITT increase).

‒ ITT exceeds or rapidly approaches 960° C. (340A) or 965° C.(340B).

‒ No positive ENG or PROP OIL pressure indication uponreaching Ground Idle.

‒ GPU voltage indication drops below 10V, or GPU drops off-line.

‒ Recommended Start Abort procedure is:

‒ Release START switch

‒ Retard CL to FUEL OFF

‒ Select IGN switch to OFF

‒ Motor engine until ITT < 175° C., but for at least 10 seconds.





• Hung Starts

‒ GE OEB No. 17 defines a hung start as:

“…NG ceases to accelerate for 3 seconds prior to achieving IDLE…”

‒ The normal start profile for the CT7 will include several pointswhere NG will accelerate slowly, or may hesitate momentarily.

‒ These points are normal – but must be recognized vs.“…ceasing to accelerate…”.

‒ When a hung start is identified, the start must be immediatelyaborted!

‒ Release START switch

‒ Retard CL to FUEL OFF

‒ Select IGN switch to OFF

‒ Motor as necessary

‒ Note that maintenance action is mandatory after two consecutive hung starts.





• Hung Starts (continued)

‒ Avoiding Hung Starts

‒ Attempting engine start with a GPU that does not meetminimum power requirements may result in a hung start orother engine / aircraft system damage.

‒ GPU must be capable of providing at least 25VDC (28 to 29.5desirable) and minimum 1400 A starting current.

‒ Ensure batteries are maintained in good condition.

‒ Always use motoring start procedure.

‒ Minimize possibility of a bowed rotor condition by ALWAYScooling the engine (PL’s < FI) for two minutes MINIMUM.

‒ If an engine is shutdown in flight for training /demonstration, restart within 5 minutes, or accomplish abump / motoring start i.a.w. GE OEB No. 17.

‒ Monitor all engine starts carefully!

‒ Normal acceleration

‒ Normal starter cut-out

‒ Normal ITT response





• Avoiding Sub-Idle Overtemp

‒ Sub-idle over-temperature of the engine is possible if care is not taken inplacing electric or pneumatic loads on an engine after the engine startsequence.

‒ The easiest way to prevent such occurrence is to simply slow down, allowthe engine to stabilize at Ground Idle.

‒ Do not switch generator ON until engine is stabilized at Ground Idle

‒ Do not select bleed valve switch to RESET / AUTO until engine isstabilized at Ground Idle (if engine was started with BLD VALVECLOSED).

‒ What is stabilized Ground Idle RPM?

‒ At typical temperatures you should see a minimum of about 70% NG– slightly less at colder temperatures, maybe a bit higher with warmtemperatures.





• Avoiding Sub-Idle Overtemp (continued)

‒ To reduce the possibility of a sub-idle overtemp situation closely monitorthe engine start and:

1. CONFIRM starter cutout at ~ 55% (call “STARTER CUTOUT”)

2. CONFIRM NG has reached and stabilized to at least 70% (call “NG

CHECKED”)

3. CONFIRM ITT has peaked, then decreased, and stabilized (call “ITTCHECKED”)

4. DO NOT begin “After Start Flows”, etc. until steps 1., 2., and 3.,above are completed!





• Bonus Question!

‒ The After Start Checklist includes the following step:

“ Generators / Bus Tie………..Checked / Out……C”

‒ If all systems are normal and the typical “after start flow” has beenaccomplished (e.g., L + R Generators are ON, etc.), will the Bus Tie lightbe ON or OFF at this point?

‒ Regarding the “Bus Tie….Out”; what does this mean you should do?

‒ WHEN should you check for proper Bus Tie operation?

‒ Why?

‒ Why is important to properly complete this step?





CT-7 ENGINE OPERATIONTREND MONITORING, ΔΔT CHECK, AND ITT GUIDELINES

• Trend Monitoring

‒ Daily Engine Trend Monitoring, in accordance with GE OEB No. 1, andaccomplished in conjunction with the ΔΔT program, provides the best means ofensuring engine reliability.

‒ A continuous flow of ACCURATE trend readings is required. At least onetrend reading is required every flight day.

‒ If the desired configuration cannot be met due to ambient conditionsduring the flight day, record trend data during the last leg of the day,regardless of existing configuration.

‒ Desired Configuration:

‒ Engine Anti-Ice OFF

‒ DC GEN Loads NORMAL

‒ HYDR PUMP NOT RUNNING (DO NOT switch the pumpOFF!)

‒ ECS BLD sw’s AUTO

‒ PRPM 1270

‒ Torque SET i.a.w. Max Cruise Torque chart.





• Trend Monitoring (continued)

‒ Data Gathering Procedure:

‒ Data should be observed and recorded from same seat eachtime, to minimize parallax errors.

‒ 15,000’ Pressure Altitude (P.A.) is the optimum altitude fortrend data observation, however, any altitude between10,000’ and 20,000’ is acceptable.

‒ To the extent possible, attempt to gather data atapproximately the same conditions each day – for example,same altitude, airspeed, engine bleed configuration, etc.

‒ Set power ”from below” – i.e., advance PL’s to achieve theMax Cruise Torque setting without over-shooting and havingto retard CL’s.

‒ Gather data in level, cruise flight, AFTER allowing engines tostabilize for minimum of five minutes.

‒ BE ACCURATE!




• ΔΔT (“Delta Delta T”) Check

‒ A ΔΔT check, accomplished i.a.w. GE OEB No. 2, will provide an “instanthealth snapshot” on every flight, instead of just once per day.

‒ A Delta Delta T check will quickly identify short-term changes in ITT vs.previous readings, possibly resulting from inlet blockage, internalengine damage, stuck AI/SBV, etc.

‒ The check shall be accomplished on every flight, after reaching cruisealtitude. A check also can and should be accomplished any time anevent occurs that might affect engine operation – e.g., after a powerfluctuation.

‒ Note:

‒ The value of the 2nd ΔT (i.e., difference between engines) meansnothing – it is the 1st ΔT (i.e., CHANGE in the difference betweenengines) that is important.

‒ An increase in the “hot” engine’s ITT = “increase in ΔT”.

‒ An increase in the “cold engine’s ITT = “decrease in ΔT”.





• ΔΔT (“Delta Delta T”) Check (continued)

‒ Procedure:

‒ Stabilize aircraft in cruise flight for at least two minutes, with bothengines set at or less than the applicable Max Cruise Torque setting.

‒ Note the difference in ITT between the two engines.

‒ Compare this difference to difference noted on previous readings.

‒ Example:

‒ L and R engine torques matched at 65%.

‒ Left ITT = 810°, Right ITT = 825°.

‒ Delta T = 15°.

‒ From previous recording, note that Left ITT = 830°, Right ITT = 850°.

‒ Delta T on previous flight = 20°, the “Delta Delta T” for this flight = 5°.

‒ Results:

‒ A Delta Delta T of less than 30° is normal, and no action required.

‒ If Delta Delta T is between 30° and 40°, record a full set of trend dataand notify maintenance.

‒ If Delta Delta T is greater than 40°, avoid steady state operation withNG between 80% and 84% and between 94% and 98%, if possible.Notify maintenance, and include note whether the above ranges wereavoided.





• ECMP ITT Guidelines

‒ Compliance with the guidelines WILL increase engine life and reliability.

‒ Compliance is REQUIRED by your ECMP contract.

‒ HOWEVER…

‒ The guidelines are NOT intended to, nor should they be allowed tonegatively affect aircraft performance.

‒ The guidelines are NOT intended to, nor shall they be used instead ofsetting power in accordance with the applicable MAX CRUISE or MAXCLIMB torque charts.

‒ ALWAYS look up the proper torque for present P.A. and OAT from theapplicable MAX CLIMB or MAX CRUISE torque chart, then:

‒ Adjust PL’s to obtain the torque setting acquired from the chart

‒ Check ITT; if it is above the applicable guideline AND performance isnot critical, then retard PL(s) to reduce ITT to the guideline.

‒ HOWEVER…

‒ DO NOT reduce torque more than 5% below the chart value.

‒ DO NOT reduce torque if aircraft performance is critical.





• What is a Compressor Stall?

The aerodynamic

characteristics of a

compressor blade

airfoil are similar to

that of a wing…

CT-7 ENGINE OPERATIONCOMPRESSOR STALLS




• What is a Compressor Stall?

…and just like a

wing, if the effective

angle attack ("α")

becomes too great,

the airfoil stalls.





• What causes a Compressor Stall?

‒ Stall margin is decreased by:

‒ Dirty, contaminated, damaged, and / or worn compressor

‒ First flight of the day (clearances greater in compressor)

‒ Environmental factors (e.g., temperature inversion)

‒ Rapid power change (e.g., CTOT misuse or malfunction)

‒ Fuel or airflow control malfunction

‒ Poor pilot technique – i.e., too-rapid movement of PL’s orCL’s.

NOTE! Usually, two or more of these factors must exist to cause astall

• Typical Compressor Stall symptoms include:

‒ ITT, NG, and Torque fluctuation, with ITT rise and possibleovertemp.

‒ Muffled bangs or "pops"

‒ Autocoarsen (due to decrease in compressor discharge pressure)

• A Compressor Stall usually occurs during initial climb,while CTOT / PL's are being retarded to Climb Power





A Compressor Stall will

usually clear itself, and

will almost always clear

as soon as affected

engine's PL is retarded,

in accordance with the

Abnormal Checklist!!

NOTE!!

NG, WF, and ITT will be

stable when stall clears.

However, with autocoarsen

triggered, Torque will be

ZERO, NP will be at or near

zero, and the ENG OIL

PRESS warning will be

displayed!





• Select ECS ON for all first-flight-of-the-day takeoffs, andwhen engines are "cold-soaked", if performanceconsiderations allow.

‒ Typically, performance and hardware effects are nil with OAT +20°C. or colder (+16° C. or colder if derivative engine(s)).

‒ Good definition of "cold-soaked" is ITT and OAT withinapproximately 25° C., or any time the aircraft has sat for morethan two hours.

• If takeoff in icing conditions, or if ECS ON otherwise notpossible (e.g., using simplified Derivative Takeoff Powercalculations), then take off with EAI ON.

• If temperature inversion is known to exist, or suspected,delay setting climb power until above the inversion (i.e.,temperature lapse rate stabilized), IF PRACTICAL.

‒ NOTE: For take off with MTOP, the five-minute MTOP time limitmust be complied with.





• DO NOT MISHANDLE CTOT!

‒ Ensure aircrews are adequately briefed and provided practice onproper procedures for setting, arming, and disarming of CTOTduring classroom, simulator, and IOE training.

‒ A good rule-of-thumb for CTOT dial down rate is 3% torque persecond – i.e., about the same rate a PL would be retarded.

‒ DO NOT use CTOT anytime except for takeoff or go-around.

‒ Doing so will cause torque exceedance and possibleovertemp during climb, and can lead to rapid anduncommanded engine acceleration or deceleration in eventof any torque sensing abnormality.

• Training is important!

‒ Quick recognition and PL reduction i.a.w. the abnormal checklistcan help avoid ITT exceedance.

‒ Ensure knowledge of systems behavior is adequate – e.g.,understanding of compressor stall / autocoarsen relationship, etc.

‒ Simulator might not be accurate – so make sure the classroom is!





• Ensure your operation's water wash interval isappropriate for your operating environment.

‒ Consider climate, coastal areas, pollution, ramp / taxiway /runway contamination, prevalence of ground de-icing procedures,etc.

‒ Consider making an ”info to maintenance” entry in your aircraftlog book if your flight environmental profile changed suddenly(e.g., encounter with sand, dust, volcanic ash, or other unsualencounter)

‒ Your maintenance crews can request assistance from the GEFSE / CSM to determine proper engine water wash interval.





CT-7 ENGINE OPERATIONREDUCED AND DERIVATIVE TAKEOFF POWER

• Engine life and RELIABILITY will be increased ifReduced Takeoff Power used for EVERY takeoff whenallowed.

• And, the Derivative Takeoff Power Program will increaseengine on-wing life and AVOID rejected takeoffs due toloss of ITT margin.

• Remember:

‒ REDUCED POWER TAKEOFF should be considered theNORMAL takeoff method.

‒ Proper calculation of reduced power takeoff i.a.w. the”assumed temperature” method will ensure all takeoffperformance requirements are met or exceeded.

‒ DERIVATIVE TAKEOFF POWER is a COMMON practice.

‒ Identification of decreased-margin engine will avoid takeoffabort due to inability to obtain normal rated takeoff powercaused by loss of ITT margin.

‒ RATED TAKEOFF POWER is the EXCEPTION!





• Reduced Takeoff Power

‒ Calculated via the ”Assumed Temperature” method

‒ For a given runway length, obstacles, airfield pressurealtitude, and takeoff weight, the maximum OAT that wouldallow the takeoff is calculated.

‒ This is the ”assumed temperature”

‒ If all other limitations are met, Reduced Takeoff Power isthen calculated using the actual airfield pressure altitude andthe ”assumed temperature” calculated above. However,maximum reduction is 25% of the Rated Takeoff Power forthe actual OAT and pressure altitude.

‒ The Reduced Takeoff Power calculation methodology isCONSERVATIVE. In other words, you will ALWAYS at leastmeet the minimum single engine climb gradientrequirements, and most likely will EXCEED thoserequirements.





• Reduced Takeoff Power (continued)

‒ LIMITATIONS

‒ ANTI SKID and CTOT must be operatioanal.

‒ For non-U.S. operators, the runway cannot be contaminatedwith snow, slush, or ice. Takeoff can be conducted with < 3mm of water – but only if AFM wet runway performance isused.

‒ For U.S. operators, the runway can not be contaminated bywater, snow, slush, or ice – i.e., it must be clean and dry.

‒ Rated or Derivative Takeoff Power must be checked onceevery 100 hours of operation or 100 takeoffs, whicheveroccurs first, in order to confirm positive ITT margin exists.

‒ For non-U.K. operators, the 100 hours / 100 takeoffcheck can be omitted if you comply with GE’s approvedEngine Trend Monitoring Program (i.e., GE OEB No. 1).





• Reduced Takeoff Power (continued)

‒ A few notes:

‒ During COLD WEATHER operations (i.e., OAT less than 0°C.) always advance PL’s to achieve at least 80% torque priorto engaging CTOT.

‒ This will ensure the PL’s are above the 64° PLA switch,thus ensuring engagement of Autocoarsen and CTOT.

‒ If OAT is less than -20° C., PL’s may have to be furtheradvanced to ensure Autocoarsen and CTOT engage.

‒ Why is VMCA a consideration?

‒ The Reduced Takeoff Power calculation includes a stepto check MINIMUM takeoff weight. This is to ensure thatadequate VMCA margin exists in event of an enginefailure and decision to advance good engine’s PL toRated or Derivative Takeoff Power.





• Derivative Takeoff Power Program

NOTE: the terms ”Derated Takeoff Power” and ”Derivative TakeoffPower”, when used in the Saab 340A or 340B AFM, are consideredto mean the same thing.

‒ As an engine ages, normal wear will cause a gradual decrease inITT margin.

‒ This means that with Rated Takeoff Power (for the ambientOAT and P.A.), the difference between actual ITT and 960°(340A) or 965° (340B) will become smaller.

‒ If ITT margin is zero – i.e., the limitation has been reached –then takeoff would have to be aborted.

‒ Via the GE approved Trend Monitoring Program, engineeringpersonnel will note when its ITT margin begins to decrease.

‒ At a certain point – around 10° to 15° margin – engineeringcan decide to place the engine on the Derivative Program.





• Derivative Takeoff Power Program (continued)

‒ The Normal Sea Level Takeoff Power Rating for the CT7 is flatrated to 108% torque at +34° C. for the CT7-5A2 / Saab 340A,and 107% torque at +34° C. for the CT7-9B / Saab 340B.

‒ The Derivative Takeoff Power rating simply re-sets the flatrating to +30° C. at sea level for both the -5A2 and -9B.

‒ This means that if actual OAT is less than +30° C. at sealevel, there is no payload impact if an engine (or bothengines) are on the Derivative Takeoff Power Program.

‒ If OAT is 30° or greater at sea level, then maximum takeoffweight / payload will have to be limited.






‒ Two methods for determining the Derivate Takeoff Power ratingfor ambient conditions are presented in the AFM:

1. The Operation With Derated Power appendix provides acomplete set of performance charts for calculation oftakeoff and landing performance, predicated on the”Derated” (i.e., Derivative) Power Rating.

‒ This appendix will provide the most favorable maximumtakeoff weight.

2. The Operation with Derated Power – Simplified Methodtakes advantage of the fact that maximum takeoff torquewith ECS ON is almost identical to the derivative powersetting – i.e., the effect of ECS ON is the same aschanging the flat rating from SL / +34° to SL / +30° C.

‒ The maximum payload when using this method may beslightly lower than the ”long” method, when OAT is>+29°.

‒ The takeoff is conducted with ECS OFF, but takeoff andlanding performance is calculated using ECS ON charts.






‒ Limitations and Other Requirements

‒ Use of either AFM appendix for Derated Power usuallyrequires approval from local authorities.

‒ CTOT must be operational.

‒ For the Simplified Method, if takeoff or landing must beaccomplished with Engine Anti-Ice ON, a slightly differentprocedure must be used, since there is no ECS ON +ENGINE ANTI-ICE ON performance data.

‒ This is accomplished by entering actual OAT and P.A.into the Limit on Pressure Altitude During Takeoff andLanding graph, provide in the AFM appendix.

‒ Using the Simplified Method, non-U.S. operators willnot be able to takeoff or land with P.A. greater thanapproximately 3,500’ with Engine Anti-Ice ON.

‒ Using the Simplified Method, U.S. operators will notbe able to takeoff or land with P.A. greater thanapproximately 2,700’ with Engine Anti-Ice ON.




CT-7 ENGINE OPERATIONENVIRONMENT VS. ENGINE WATER WASH INTERVAL

• A clean engine, internally (compressor) and externally,will be more efficient, reliable, and SAFE.

‒ Consider at least the following factors within your operatingenvironment, and ensure your water wash interval is appropriate:

‒ Coastal / Maritime – i.e., humidity, salt air, etc.?

‒ Hot / Dusty / Sandy?

‒ City Smog / Pollution?

‒ Winter Operations – i.e., slush, mud, deice chemical residue,etc.?

‒ If any doubt, contact your GE FSE / CSM for guidance andassistance!




CT-7 ENGINE OPERATIONUSE OF MAX CONTINUOUS POWER

• Do not hesitate to set Max Continuous Power if in icingconditions and aircraft performance is degrading.

• Set MCP BEFORE aircraft performance becomescritical.

• USE the applicable Max Continuous Torque chart to setMCP. DO NOT use ITT to set power !!




CT-7 ENGINE OPERATIONPROPER POWER SETTING (TORQUE VS. ITT)

• ALWAYS set power using torque value from theapplicable takeoff, max climb, max continous, maxcruise, and go-around power graphs and charts in theAFM and AOM.




CT-7 ENGINE OPERATIONPROPER POWER SETTING (TORQUE VS. ITT)

• NEVER set power using ITT. This means:

‒ DO NOT set climb or cruise power using the ECMP ”ITTGuideline”!

‒ Max Continuous Power is NOT ”...1384 PRPM and 917° /940°C.”!

• The published power setting graphs and charts are thebasis for both aircraft performance requirements ANDlife-limited engine components.

‒ Thus, the power setting graphs and charts provide the maximumsettings based on engine life calculations.

• When the engine is operating with ITT greater than 800°C., every 17° of ”extra” ITT used doubles the impact onengine hot section components.




CT-7 ENGINE OPERATIONERRATIC ENGINE OPERATION ABNORMAL CHECKLIST




SAAB 340 & 2000


GLASGOW, SCOTLAND

OCCURRENCE REPORTING

Mikael Gullmar, Saab 2000 Chief [email protected]





Purpose of presentation

• To highlight the importance of occurrence reports being provided to Saab.

105





Saab obligation under Part 21

• Saab as a TC Holder (TCH) is in accordance with Part 21 (under Commission Regulation (EU) No 748/2012) obliged to “have a system for collecting, investigating and analysing reports of and information related to failures, malfunctions, defects or other occurrences which cause or might cause adverse effects on the continuing airworthiness of the product”

106





Regulation (EU) No 376/2014

• The Regulation was adopted on 3rd April 2014. It became applicable (to aviation professionals, organisations and Member States) on 15 November 2015.

• The Regulation aims to improve aviation safety by ensuring that relevant safety information relating to civil aviation is reported, collected, stored, protected, exchanged, disseminated and analysed.

• The regulation further complements the EU Occurrence Reporting framework and further develops the standards for reporting, collecting, storing, protecting and disseminating the relevant safety information.

107





AMC 20-8 valid and stipulates:

• “This AMC is interpretative material and provides guidance in order to determine which occurrences should be reported to the Agency, national authorities and to other organisations, and it provides guidance on the timescale for submission of such reports. It also describes the objective of the overall occurrence reporting system including internal and external functions.”

108

Note: The criteria for all these different reporting lines are

not the same. For example the authority will not receive

the same kind of report from a design organisation as

from an operator.





Saab requests for additional information for specific occurrences

• To focus on the more relevant issues Saab has taken a slightly new approach with regard to evaluating reported occurrences.

‒ Dependent on the level of provided information and the identified potential risk level additional information will or will not be requested.

‒ Earlier additional information was almost always requested in an attempt to fully understand all reported occurrences (i.e., with regard to actions taken etc).

• Saab is encouraging operators to provide additional information when requested. This for Saab to be able to assess the reported occurrence in a proper way.

109





110

Saab reporting guidelines

• Available on “Saab 340 and Saab 2000 Support portal\Technical Services\Reporting Guidelines”

• Updated guidelines to be introducedwithin near future.

• Second update planned taking Regulation 376/2014 aspects into account.





Conclusion

• Please provide all occurrence reports to Saab in a timely manner.

111

Thank you for your attention!




SAAB 340 & 2000


GLASGOW, SCOTLAND

SAFETY INVESTIGATIONSSAAB 340

Jan AnderssonManager Flight Safety May 17




AGENDA SAAB 340 OPERATIONAL MEETING

• Fleet reporting & airworthiness procedures

• A few words about Air Safety Investigations

‒ The protocol, roles and responsibilities

• Saab 340 Safety Investigations

‒ Investigations currently open

‒ Closed investigations & outcome

‒ Fatal accident Argentina

‒ Icing encounter and stick shaker event

‒ Safe Operation in icing conditions

• Summary

113




IN-SERVICE REPORTING

Saab operators worldwide produces thousands of flights per day but many incidents do not come to our

knowledge

Some major airlines represents majority of reports received

Saab continuously monitor authorities web sites for events with Saab aircraft and encourage operators to

report disturbances

We need timely reports from you to react on deficiencies and maintain the continued airworthiness of the fleet




IN-SERVICE REPORTING

Received operator reports are handled with confidentiality and only shared with relevant

parties

Analysis, follow-up and closing of Occurrence Reports of each report are done

Feedback to individual operator only as required

Corrective actions determined in the process will take form in e.g. Service Bulletins,

Newsletters AFM/AOM and other publication revisions




OPERATIONAL & SAFETY

REVIEW PROCESS

•

Input form Operators

Daily Product Meeting

Occurrence Report Meeting

In-service Board

Product Safety Board

Safety

OthersInput from Operators &Authorities

Reviews and distributes reports received

Initiate further investigations as required

Continued airw./risk assess.Called in for incidents

Overall responsibility for Product Safety & serious events




• The protocol - ICAO Annex 13 & investigation

guidelines

• Roles, responsibilities & confidentiality

• The manufacturer’s role in safety investigations

Air Safety Investigations




THE AIRCRAFT MANUFACTURERS’ PARTICIPATION

IN INVESTIGATIONS ARE…

..but also because;

• There is a statutory requirement that we will provide the required information

• Authorities and the public's expectations that we do contribute to investigation results

• B’cause..




SAFETY INVESTIGATIONS

– THE REGULATORY FRAMEWORK

• ICAO Annex 13 – Aircraft Accident and Incident Investigation International

Standards and Recommended Practices for aircraft accident investigations (e.g.

notification, participation and responsibilities)

• Regulation EU 996/2010 – On the investigation and prevention of accidents

and incidents in civil aviation

‒ Rules on how the investigation in the authorities is to be conducted as well as

new rules on confidentiality

‒ Complies almost exactly to the rules contained in the ICAO Annex 13

‒ Valid for EASA certified aircraft.

‒ Takes precedence over national law

• National investigation board/authority can develop their own guideline how

to conduct investigations, based on the content of Annex 13

‒ USA - NTSB Part 831 Accident investigation procedures

‒ Sweden - SHK “The Law on Accident Investigations” (1990:712)

‒ Other nations laws and guidelines for accident investigations

• …




AIR SAFETY INVESTIGATIONS

OBJECTIVE OF THE INVESTIGATION

• The sole purpose of safety investigations should be the prevention of future accidents and incidents. an accident or incident shall be the prevention of accident or incidents. It should not apportioning blame or liability.

THE ADVISER ROLE

• Saab may as the manufacturer be appointed as ”Adviser” in order to assist the investigation with product knowledge

• As such, Saab becomes a party in the investigation and has to comply fully with the responsibilities and obligations therein

120




SAFETY INVESTIGATIONS

THE CONFIDENTIALITY ACT

The Privacy and Confidentiality Act include;

• All data regarding the identity of the accident, the persons involved and those who provided

information to the investigation

• In principle, all facts material collected

Furthermore, the rules implies;

• That only certain players have the right to access the information regarding the investigation

(Only the final report is official)

• That those who in some way are involved in the investigation and those who are informed

about the investigation process, draft reports or involved in progress meetings etc are bound to

secrecy with criminal sanctions for infringement

The Act applies to:

• Authorities and their employees

• Persons involved in an agency's operations due to assignment of authority or mandate to assist

the Authority with accident investigations because of duty or similar basis




INVESTIGATION PROCESS - 6 month to 5 years

Notification Form

Progress Meeting

Incident/Accident

Initial contact (<1hr)

Travel to site (Day 1)

Preliminary Report

(≤1 week)

Investigation aftermath

Progress Meeting

Data collection and analysis

Parties, FDR/CVR-session,example LV-CEJChief Investigator JIIACInvestigators JIIACJudgeProsecutor FAA InvestigatorIC Coordinator NTSBSenior Investigator (ICE) NTSB Performance Engineer NTSB (Ice)DFDR Engineer NTSBDFDR Engineer NTSBChief NTSB LabSafety Manager GESafety Investigator DFDR/Avionics SaabSaab Flight Operation SaabSafety Manager & Coordinator Saab Final ReportDraft Final

Report

Review & Comments

Safety Recommendations




The manufacturer – A value adding

partner

Simulations

Intact aircraft function vs. abnormal

Verification of a/c desogn characteristics compared to FDR-data

Digital design data model – provide

detailed a/c design characteristics

Identification of aircraft/cockpit

sounds, switches etc.

FDR/CVR download & analysis/animations

Flight test & Operational

experience of the aircraft type

Design data, specs and certification

basis

Technical expertise & part

identification

Compilation of Field Notes & technical

assessments

Our commitment; Saab have procedures in place and will

support with an investigation team on site and throughout the investigation process

With use of specialist competences, design data and engineering models Saab assures required expertise throughout the investigation




PRIMARY CONTACTS AT SAAB TO USE IN CASE OF INCIDENT OR ACCIDENT

Flight Safety ManagerJan Andersson

Phone +46 734 182882

[email protected]

or

24hrs Technical Support

+46 [email protected]

[email protected]




125

SAAB 340 & 2000NUMBERS AND TYPE OF EVENTS

200

Fatal accidents

Serious incidents

Authority involvement 4

Occurrence reportsApprox 10000

Handled daily by approved data/manuals

Operation and Maintenance

Provided by operators & evaluated by Saab

Would these numbers

be different if Saab had

not received your

reports?




126

Established relationship and trust among operators and authorities world wide

Successful cooperation with all parties throughout the investigation process

Trained and well prepared personnel

Well defined internal processes with appointed key persons

Adhere to the protocol and the implied terms of investigations

Air Safety InvestigationsSome cornerstones…




SAAB 340OPEN AND CLOSED INVESTIGATIONS

Saab 340 Safety Investigations

• Investigations currently open

• Closed investigations & outcome

‒ Fatal accident Argentina

‒ Icing encounter and stick shaker event

‒ Safe flight in icing conditions

127




SAAB 340 - OPEN INVESTIGATIONS

128

• 2013-06-13: Landing accident in Marsh Harbour, Abaco Islands Bahamas

• Draft final report issued by the AAIPU in August 2015, pending release of final report

• 2013-06-28: Landing incident in Ulanbaatar, Mongolia

• Pending draft report

• 2013-07-29: Runway excursion during take-off in Lubumbashi,

Democratic Republic of Congo


• 2013-10-06: Taxi Way Excursion after landing in Udon Thani Thailand

• Draft report issued, pending release of final report

• 2015-09-30: Runway excursion after diverted (return) landing at

Rotterdam airport due to lack of hydraulic pressure

• Investigation in progress by the Dutch AIB, draft report expected May 2016

• 2016-02-05: Pitch trim problems (main & stby trim reported stuck) duringdescent





129


• Draft final report issued by the AAIPU in August 2015, pending release of final

report
















130


















131


















132


















133


















134













• 2016-02-05: Pitch trim problems (main & stby trim reported stuck) during

descent




INVESTIGATIONS CLOSED SINCE LAST CONFERENCEIN MAY 2014

• Fatal accident, Los Menucos, Argentina

‒ JIAAC, Argentina, Final Report No C.E. No 096/11

• Veered off taxiway during taxiing in Mendoza

‒ JIAAC, Argentina, Final Report No 083/2013

• Engine over torque during approach

‒ JTSB, Japan, Final Report No. AI2014-5

• Reported uncontrolled pitch movement‒ NTSB, USA, Airworthiness Group Factual Report No. ENG11SA053

• Icing encounter, airspeed loss & stall warning

‒ UK AAIB, Final Report EW/G2014/10/04, released September 10, 2015

• Runway excursion on take-off from RWY 18 at Stornoway Airport

‒ UK AAIB, Final Report EW/C2015/01/01, released Oct 8, 2015

135




SOLLV-CEJ ARGENTINA

SOL Accident, Patagonia Argentina

May 18, 2011

Scheduled flight between Neuquén and Comodore Rivadavia in south of Argentina. The aircraft descended in an uncontrolled manner and hit the ground and caught fire. 22 fatalities whereof one infant




SOL ACCIDENT, PATAGONIA ARGENTINA, MAY 18, 2011




SAAB 340 – ACCIDENT, LOS MENUCOS, ARGENTINA

138

Extract from Final Report - CAUSE 3.2;

Icing conditions that surpassed the aircraft’s certification requirements (FAR 25, Appendix C)

Entering an area with icing conditions without adequately monitoring the warning signals from

the external environment or the internal (speed, angle of attack, which allowed for prolonged

operation in icing condition to take place

Receiving a forecast for slight icing – given the fact that the aircraft encountered severe icing

– which lead to a lack of understanding regarding the specific metrological danger

Inadequate use of speed, by maintaining the speed close to stall speed during flight in icing

conditions

Inadequate use of the autopilot by not selecting the IAS mode when flying in icing conditions

Partially carrying out the procedures established in the Flight Manual and the Operations

Manual, when entering into areas with severe icing conditions

Realizing late that the aircraft had started to stall, because the buffeting that foretells a stall

was confused with propeller vibrations

Using a stall recovery technique inappropriate for the flight conditions

The increasingly stressful situation of the crew, which affected its operational decision-making

In brief;

• Aircraft operated outside certified envelope, FAR 25, Appendix C

• Insufficient weather briefing combined with low degree of

situational awareness & response

• Aircraft behaved according to type design with no technical or

procedural deficiencies

• Inappropriate speed management & inadequate use of available

power




SAAB 340 – ACCIDENT, LOS MENUCOS, ARGENTINA

The report resulted in a total of 23 safety recommendations;

• 1 ea. to the ICAO

• 2 ea. to the AVIATION AUTHORITIES”

• 1 ea. to the AIRCRAFT MANUAFCTURERS

• 2 ea. to TRAING CENTRES/FLIGHT SIMULATOR TRAINING CENTRES

• 1 ea. (with 7 sub paragraphs) to AIR OPERATORS

• 2 ea. to the National Civil Aviation Administration

• 2 ea. to the National Civil Aviation Administration

• 2 ea. to the National Metrological Services

• 2 ea. to the Argentine Airforce

• 3 ea. to SHK (whereof two indirectly to Saab)

• 5 ea. To the Operator SOL

139




OPERATIONS NEWSLETTER NO. 13

141




Saab 340Icing encounter, airspeed loss & stall warning

142




SAAB 340ICING ENCOUNTER, AIRSPEED LOSS & STALL WARNING

• During the scheduled flight the aircraft entered severe icing conditions that affected the aircraft’s performance

• A descent was initiated with the autopilot engaged using VS mode

• A vibration was experienced followed by a stall warning system activation and autopilot disengagement

• The commander took manual control and pitched the aircraft 2 nose down

• The aircraft was recovered in a non-standard manner

• Safe airspeed was regained and the autopilot re-engaged and the flight continued to its original destination and landed without further incidents

143




SAAB 340ICING ENCOUNTER, AIRSPEED LOSS & STALL WARNING

Conclusion (extract from the Final Report)

• The aircraft probably encountered both severe icing conditions and a mountain wave effect while climbing. The crew reduced the airspeed to VCLEAN+15 for optimum climb performance but the propeller rpm and power were not increased to MCP…..It was apparent that the aircraft’s performance was being impaired by ice and it would have been appropriate to sett MCP, as well as disengage the autopilot.

• Pre-stall buffeting was experienced and the recovery was delayed until after the stall warner had activated. Not all stall recovery actions were implemented, although control was regained before a wing drop developed.

• The manufacturer is reviewing the guidance in the AFM and AOM, relating to to flying the Saab 340 in icing conditions, and the operator has updated its advice to crews on the same subject

144




SAAB 340 - ICING ENCOUNTER, AIRSPEED LOSS & STALL WARNING

FINAL REPORT – SAFETY RECOMMENDATIONS

To the manufacturer

AOM guidance and nomenclatures for icing

conditions reviewed and updated

Ref. UK AAIB Final Bulletin No. 9/2015

Saab 340 Operations Newsletter No. 12 to

inform about reason behind black line on

propeller spinners issued on

The feasibility to simulate pre-stall buffeting in

simulator training evaluated and incorporated in

Saab AOM Dec 01/15




SAFE FLIGHT IN ICING CONDITIONS -FUNDAMENTALS

• Flight planning – weather forecast

• Autopilot selection – Always IAS mode in icing conditions

• Divert from severe icing with no delay

• Speed, speed, speed…and the aircraft will fly

• Use available power – MAX CONT whenever needed

• Pre-stall buffeting recognition

• Trade altitude for speed

146

6/1/2016




IN SUMMARY

• We do need your reports

• Learn from earlier incidents

‒ Release of investigation reports will be published on new Saab Portal

• The operator and manufacturer contribution to the investigation are essential to the result

‒ Required activities/information will be addressed and distributed during the on-going investigation as necessary

• Fly the aircraft – adhere to published procedures

147




PAGE 148

Thank You!

In Essence..

• Our daily work is contribution to safety

• Saab is committed to fleet safety in a long term perspective

• We have procedures in place and will by all means support the investigation process

• Be prepared when it happens and play by the rules

• Work as a team & learn from each other

• Honor confidentiality and your own credibility

• Be open minded and offer any support you can




SAAB 340 & 2000


GLASGOW, SCOTLAND

SAAB 340 OPERATION IN ICING CONDITIONS

Bob Roth




FAR/JAR 25 APPINDIX C

150

Intermittent Icing Conditions (FAR/JAR 25 App C)

• 1.1 to 2.9 g/m3 LWC (Liquid Water Content)

• Cloud 4000 to 22000 ft/2.6 Nm

• Mean Droplet Diameter 15 to 50 Microns

Continuous Icing Conditions (FAR/JAR 25 App C)

• 0.2 to 0.8 g/m3 LWC

• Cloud 6500 to 22000 ft (17.4 Nm )





FAR/JAR 25 APPENDIX C

151

INTERMITTENT MAXIMUM

(CUMULIFORM CLOUDS)

CONTINUOUS MAXIMUM

(STRATIFORM CLOUDS)

+32°F (0°C)

+14°F (-10°C)

-4°F (-20°C)

-22°F (-30°C)

-40°F (-40°C)

LIQUID WATER

CONTENT, g/m3

MEAN EFFECTIVE DROP DIAMETER, µm

2001005015

0,5

1,0

1,5

2,0

2,5

3,0

ROSELAWN CONDITION (ATR 72)

(Estimated)

FAR&JAR 25 Appendix C supposed to cover 99% of possible icing conditions

Moderate icing conditions equals intermittent and / or continuous icing conditions

No aircraft certified for operation

in severe icing conditions




OUTSIDE FAR/JAR 25 APPENDIX C

152

•Freezing Drizzle (outside FAR/JAR 25 Appendix C)

• 0.6 g/m3

• SLD (Super cooled Large Droplets)


Freezing Rain (outside FAR/JAR 25 Appendix C)

• 0.3 g/m3

• SLD





ICE IN CLOUDS

153

Below -40°C • Clouds consist entirely of ice crystals, with the notable

exception of Cumulonimbus clouds, in particular the

“anvil clouds”.

-15°C and -40°C • Clouds contain a mixture of ice crystals and

supercooled water droplets.

0°C and -15°C• Clouds are composed of supercooled water droplets.

Supercooled droplets are in an unstable state and usually

start to freeze when brought into contact with ice crystals and

particles with a similar structure to an ice particle.




OPERATION IN ICING CONDITIONS

154

In-Flight Airframe Icing occurs:

• When supercooled water freezes on

impact with any part of the external

structure of an aircraft during flight.




DROPLET SIZE

155

Droplet size has an effect on where ice will form.

• If the droplets are small, ice formation is limited to the leading edge

radius.

• As droplet size increases, ice formation will extend aft of the leading

edge radius.

• Ice formation from droplets can extend aft of the protected surfaces.

Freezing rain or freezing drizzle




ICING FORECASTS

156

Light Icing

• No change of course or altitude is necessary and no loss of airspeed occurs.

Moderate Icing

• Accretion which continues to increase but not at a rate sufficient to affect the safety of the

flight unless it continues for an extended period of time, but air speed may be lost

Severe Icing

• In which either the icing rate or ice accumulation exceed the tolerance of the aircraft;

• Which continues to build and begins to seriously affect the performance and

manoeuvrability

• Such a rate that ice protection systems fail to remove the accumulation of ice

• Such that an immediate exit from the condition is necessary to retain full control of the

aircraft.

No aircraft is approved for flight in severe icing conditions




ICING CONDITIONS (AFM LIMITATIONS)

157





158





159




ACTION IN ICING CONDITIONS

160

Before entering icing conditions:

• Activate engine anti-ice systems.

When in icing conditions:

• Activate wing and stab de-icing system

• Adhere to minimum airspeeds and AP/FD

limitations

• Activate propeller de-icing system when ice

accretion is observed on any part of the aircraft.

• Monitor aircraft performance and do not hesitate

to set Maximum Continuous Power!





161

• During climb, the only authorized Flight Director

mode is lAS.

• 1/2-bank mode is recommended to be used

whenever practical.




DE-ICE BOOTS

162

De-ice boots

• Do not operate boots at SAT below -40 °C.




ICE IN CLOUDS

163

Supercooled Large Droplets (SLD)

If an SLD is large enough, its mass will prevent the pressure

wave traveling ahead of an airfoil from deflecting it.

When this occurs, the droplet will encounter the airfoil surface,

and because of its size only the part of the drop immediately

hitting the airfoil may freeze. The rest of the droplet will be

swept back by the airflow.

This swept-back ice formation tends to leave a transparent,

smooth, realtively difficult ice to remove, and is called clear ice.




RUNBACK ICE

164

Runback Ice

Runback ice forms when supercooled liquid water moves

aft on the upper surface of the wing or tailplane beyond

the protected area and then freezes as clear ice.




SAT - TAT

165

HEATING from speed

TAS=200 kt

• TAT=SAT+4 degrees C

TAS=250 kt


TAS=300 kt






166

FLIGHT TESTING ARTIFICIAL ICE SHAPE




WINTER OPERATIONS PROCEDURESANTI-ICING FLUIDS

167

RESULTS FROM FLIGHT TEST

• Increased Drag

• Decreased Lift

• Increased Control Forces





168

POST CERTIFICATION3” OF ARTIFICIAL ICE

INNER WING&

FIN




PROPELLER DE-ICE OPERATION

169

RUN BACK ICENORMAL RESIDUAL ICE





170

TANKER TEST SAAB 2000





171

SPECIAL FAA REQUIRED SLD TEST





172

SPECIAL FAA REQUIRED

SLD TEST





173

GENERAL

**

*

** SAAB 2000.002 TEST CONDITIONS

INTERMITTENT MAXIMUM

(CUMULIFORM CLOUDS)

CONTINUOUS MAXIMUM

(STRATIFORM CLOUDS)

+32°F (0°C)

+14°F (-10°C)

-4°F (-20°C)

-22°F (-30°C)

-40°F (-40°C)

LIQUID WATER

CONTENT, g/m3

MEAN EFFECTIVE DROP DIAMETER, µm

2001005015

0,5

1,01,5

2,0

2,5

3,0

ROSELAWN CONDITION (ATR-72)

(Estimated)




SUPER COOLED LARGE DROPLETS (SLD)

174

Freezing Rain/Freezing Drizzle

• Substantial ice build up on the spinner, further aft than normally observed

‒ If observed, increase scanning of the wing. If accumulation of ice on the upper surface aft of the boots is observed, exit the area with these conditions immediately to avoid extended exposure.

• If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.

• Keep the autopilot disengaged until the upper wing surface is free from ice.

• If unusual roll response or uncommand roll control movement is observed, decrease the angle of attack.





175

SUPER COOLED LARGE DROPLETS

(SLD)

IN-SERVICE EXPERIENCE





176

SUPER COOLED LARGE DROPLETS

(SLD)

IN-SERVICE EXPERIENCE




ACCEPTABLE DEPOSIT FOR DISPATCH

177

• A thin layer of FROST max 3 mm (1/8”)

• On the underside surface of the wing in the fuel tank areas which has formed as a result of cold fuel in high-humidity conditions




ACCEPTABLE DEPOSIT FOR DISPATCH

178

• Light rime or thin hoar frost on the fuselage is acceptable.

• It should be thin enough to distinguish surface features underneath, such as lines or markings.




ANTI-ICING FLUIDS

179

ANTI-ICING FLUIDS




PROCEDURES ANTI-ICING FLUIDS

180

TAKE OFF SPEED INCREMENTS FLAPS 15 TYPE II AND IV DE-/ANTI-ICING FLUID

WITHOUT POWER AGAINST THE BRAKES

PRESSURE ALTITUDE S.L.

Weight,

kg OAT (°C)

-25 -20 -15 -10 -5 0 5

14000 0 0 0 0 0 0 0

15000 0 0 0 0 0 0 0

16000 0 0 0 0 0 0 0

17000 0 0 0 0 0 0 0

18000 1 0 0 0 0 0 0

19000 3 1 0 0 0 0 0

20000 4 3 2 1 0 0 0

21000 6 5 4 3 2 1 1

22000 7 7 6 5 3 2 1

23000 7 6 5 4 3 2 1

PRESSURE ALTITUDE S.L.

Weight,

lb OAT (°C)

-25 -20 -15 -10 -5 0 5

14000 0 0 0 0 0 0 0

15000 0 0 0 0 0 0 0

16000 0 0 0 0 0 0 0

17000 0 0 0 0 0 0 0

18000 0 0 0 0 0 0 0

19000 0 0 0 0 0 0 0

20000 0 0 0 0 0 0 0

21000 1 1 1 1 0 0 0

22000 4 3 3 2 2 1 0

23000 4 3 3 2 1 1 0

WITH POWER AGAINST THE BRAKES





181

ANTI-ICING FLUIDS RESIDUES

Holdover time and residues are connected:

• the more holdover time expected, the more thickeners within the fluid, and the more residue.

Clean A/C at regular intervals

Perform 2 step anti-icing





182

WINTER OPERATIONS PROCEDURES

ANTI-ICING FLUIDS RESIDUES




UNUSUAL ATTITUDE RECOVERY TRAINING

183

RECOVERY FROM SHAKER


• Stall margin reduced in icing conditions

• Increased drag in icing conditions

• Decreased thrust in icing conditions




SAAB 340/2000OPERATION IN ICING CONDITIONREMEMBER




SAAB 340

OPERATION IN ICING CONDITIONMinimum Speeds in Icing Conditions




SAAB 340 & 2000


GLASGOW, SCOTLAND

STALL WARNING MODIFICATION

Magnus Fredriksson




SAAB 340 STALL WARNING MODIFICATION




FLIGHT TEST STALL SPEED

188




STALL WARNING MOD

189

340 A & B ICE STALL AND STALL WARNING LEVELS

FLAPS 20




STALL WARNING MOD

190

CANCEL

ICE SPD

SPEED

ICE




STALL WARNING MOD

191

“ICE SPEED Armed”: Shaker and Pusher settings unchanged.

“ICE SPEED Active” : Increased Stall Warning (shaker) speed.

• Reinstate approximately the same margin to stall as for an “ice

free” airfoil.

Stall Ident (pusher) speeds is unchanged




STALL WARNING MOD

192

L ENG

ANTI-ICE

R ENG

ANTI-ICE

ICE

SPEED

T/O & Touch and Go

During Flight (6 min. from liftoff)

L ENG

ANTI-ICE

R ENG

ANTI-ICE

ICE

SPEED

6 min.ICE

SPEED




STALL WARNING MOD

193

L ENG

ANTI-ICER ENG

ANTI-ICE

ICE

SPEEDL ENG

ANTI-ICE

R ENG

ANTI-ICE

“ICE SPEED Armed” “ICE SPEED Active”

+

ICE SPD

CANCEL

ICE SPD

CANCEL




STALL WARNING MOD

194

L and/or R ENG ANTI-ICE blue status light ON “ICE SPEEDS”(After second segment

Climb)

L ENG

ANTI-ICER ENG

ANTI-ICE

160 KIAS

or

VCLEAN-ICE

Or

VCLEAN-ICE+10

or

VREF+10

or

VREF+20




STALL WARNING MOD

195

Performance effected with ENGINE ANTI-ICE ON

• OBSTACLE CALCULATION DURING T/O.

• FINAL CLIMB.

• ENROUTE CLIMB.

• APPROACH CLIMB.




STALL WARNING MOD

196

• OBSTACLE CLEARANCE CALCULATION

FULL OBSTACLE CLEARANCE

ENGINE ANTI-ICE OFF

VCLEAN-3

FLAPS UP

T/O PWR

Max 5 min.

VCLEAN-3 = Final Climb Speed – 3 kt




STALL WARNING MOD

197

VCLEAN-ICE -3

FLAPS UP

T/O PWR

Max 5 min.


FULL OBSTACLE CLEARANCE

ENGINE ANTI-ICE ON




STALL WARNING MOD

198


EXTENDED SECOND SEGMENT

(all obstacles must be cleared in

the second segment)

ENGINE ANTI-ICE OFF

VCLEAN-3

FLAPS UP

MAX CONT PWR

Max 5 min.

VCLEAN-3 = Final Climb Speed – 3 kt




STALL WARNING MOD

199


EXTENDED SECOND SEGMENT

(all obstacles must be cleared in

the second segment)

ENGINE ANTI-ICE ON

MAX CONT PWR

Max 5 min

VCLEAN-ICE -3

FLAPS UP




SAAB 340 & 2000


GLASGOW, SCOTLAND

TRAINING FOR STALL IN ICING CONDITIONS

Magnus Fredriksson





202

The intention with this simulator training is twofold:

• To highlight the rapid speed reduction when

encountering severe icing conditions

• To practice recovery from stall warning with a nose

up trimmed aircraft and with power on




SEVERE ICING CONDITIONS

203

Remember that severe icing conditions

• do not necessarily mean a large amount of ice

accretion

• but ice build-up giving a large impact on the

aircraft’s performance.





204

When encountering severe icing conditions

• immediate action is required to maintain

minimum safe speed

• Don’t wait for ATC clearance.

Fly the aircraft!




STALL WARNING IN ICING CONDITIONS

205

If the speed drops in icing condition

• The autopilot will maintain altitude in ALTS mode

• The auto trim is trying to trim out the forces in pitch

by increasing pitch attitude to maintain altitude.




THE SCENARIOS IN AOM 340

206

• Typically not programmed in the simulators

• The intentions are to give the instructors hints

on how to illustrate these situations during

simulator training.

• It is normally made by an increase in weight

• It does not properly reproduce a real life ice

condition.




SPEED AWARENESS

207

• Never fly below minimum speed 160 kt in clean

configuration in icing condition

• The flight crew should be trained in handling proper bug setting




VERIFIED IN THE SAAB 340 B SIMULATOR AT ARLANDA

208

The scenario described in AOM:

• They has been tested and verified in the Saab 340 B

simulator at Arlanda, Stockholm.




EXPOSED TO SEVERE ICING CONDITIONS:

209

• Experience from some incidents are that speed reduction

is very fast and actions from the crew has to be prompt.

• Don’t wait for ATC clearance in emergency situations to

change altitude. Fly the aircraft!

• The new recommendation is from now to always set

Max Continuous Power when speed can not be

maintained above 160 kt.




SAAB 340 & 2000

GLOBAL OPERATORS CONFERENCE 2016 –

GLASGOW, SCOTLAND

SAAB 340 – RUPTUREDDE-ICE BOOTS OPERATIONAL MEETING

Stefan Allard [email protected]




SAAB 340 – RUPTUREDDE-ICE BOOTS




SAAB 340RUPTURED DE-ICE BOOTS

EASA AD 2008-0022 and FAA AD 2008-06-11 both withan effective date beginning of 2008

Introducing a new definition of icing conditions for operation of airfoil de-ice system.

Based on:

• temperature (+5°C OAT or SAT)

• visual moisture

212





De-ice System Sequence

• One extra inflation of the stabilizer de-icers are automatically achieved when auto cycling is used.

213





Previous icing condition definition prior ADs 2008:

• First sign of ice anywhere on the aircraft

The de-ice system is designed for a usage of 15% of the the flight time.

With the changed icing condition defintion introduced by AD the usage could be up to 70% of the flight time.(Operational dependent)

214





215

Mechanical Interruptions

ATA 30-10 Airfoil De-ice system

EASA AD 2008-0022

FAA AD 2008-06-11

Mechanical Interruption (MI):One or more cancelationsor delays to a schedule flight





216

Rupture boot on horizontal stabilizer





New failure condition; Rupture boot

• 10 failures, since 2012 March.

• Reason extensive de- ice boot operation by requirement leading to fatigue breakage on stitches.

• Three of the events have been classified as Major (FQ effect) by Saab. Based on pilot description and judgement.

• The function, loss of de-icing boots, is classified as -Major.

217





Applicable for span wise De-ice boots on the up drooped horizontal stabilizers:

Effectivity:

• SAAB 340A; S/N 004-138, post-mod 1462 andpre-mod 1793.

• SAAB 340A; S/N 139-159 (production)

• SAAB 340B; S/N 160-459 (production)

218





SAAB performed actions:

• Discussion with EASA experts how to reduce the exposure of rupture.

• Discussions lead to that an AD is to be issued

‒ EASA position an unsafe condition exists

219





The AD must include the following:

• The information referred in the Alert Operational Bulletin needs to be included in AFM

• One time inspection of the boots in accordance with the AMM procedures.

• A repetitive inspection at 400 FH according to the MRB task 301001

• EASA requirement not part of AD:

• The AOM checklist needs to be update as Saab “suggested” at next standard issuance of the AOM, June 2015

220





Outcome of the EASA decision:

• Service bulletin 340-30-094 including a one time and a repetitive inspection issued March 27,2015

• AFMs issued, July 2015

• EASA AD 2015-0129 issued July 6, 2015

• AOM Checklist issued September, 2015

221





222

Mechanical Interruptions

ATA 30-10 Airfoil De-ice system

EASA AD 2008-0022

FAA AD 2008-06-11

Mechanical Interruption (MI):One or more cancelationsor delays to a schedule flight

EASA AD

2015-0129





Performed actions:

• Extensive comparison testing with present vs new design boot in Ice Wind Tunnel finalized by UTC late summer 2015. (Details presented by UTC)

• Late 2015 program halted due to Saab internal discussions regarding effect of rupture on flight dynamics

• This resulted in a decision to perform comprehensive flight dynamic analysis

• Based on the discussion above UTC introduced additional design change to the new design of the de- ice boot

223





Remaining actions Saab and UTC;

• Completion and release of document package for certification.

• Saab to perform an Application for a Major change for the new designed horizontal de-icer boot to EASA.

224





Procedure when Major change approved:

• Saab to issue a Service Bulletin introducing new designed boots (Compliance Mandatory)

• Request to EASA for an Airworthiness Directive

‒ Mandating replacement of single stitched de-ice boot with new design

‒ Saab ambition that new AD discard the mandating repetitive inspection in existing AD.

225





Saab and UTC are convinced that the rupture case will be mitigated by:

• New designed horizontal de-ice boot

• More stringent inspection criteria in AMM

• Limitation of allowable repairs

226




SAAB 340 & 2000


GLASGOW, SCOTLAND

RUPTURED BOOTSUNUSUAL VIBRATIONS

Magnus [email protected]




RUPTURED BOOTS

228




RUPTURED BOOTS

Ruptured Boots indicators

• TIMER caution +STAB BOOT IND light not illuminating

• Vibrations on elevator, felt in the flight controls.

• Aircraft nose pitch down movement and/or pitch oscillations

• Reduction in aircraft handling qualities, especially with flaps

229




UNUSUAL VIBRATIONS

• Engine vibrations

• Aircraft vibrations

230

Same checklist E18




UNUSUAL VIBRATIONS

231

UNUSUAL VIBRATIONS E18




UNUSUAL VIBRATIONS

232

AIRFRAME VIBRATIONS

• worn Flight Control surface bearings

• reduced Flight Control cable tensions

• external damage to Flight Control surfaces

• ruptured de-ice boot

ENGINE VIBRATIONS

• loose engine mounts

• a damaged compressor

• a damaged turbine

• a damaged propeller gear box or propeller

• Propeller vibrations are common, particularly in icing

conditions




UNUSUAL VIBRATIONS E18

233




TIMER LIGHT ON

234




A ruptured or stabilizer de-icing boot will be indicated by:

TIMER caution

+

STAB BOOT IND light not illuminating.

235




RUPTURED BOOTS

Ruptured Boots indicators

• TIMER caution +STAB BOOT IND light not illuminating

• Vibrations on elevator, felt in the flight controls.

• Aircraft nose pitch down movement and/or pitch oscillations

• Reduction in aircraft handling qualities, especially with flaps

236

If this is the case the landing shall be performed with flaps 0




SAAB 340 & 2000


GLASGOW, SCOTLAND

LANDING AND GO-AROUND WITH ICE SPEEDS ACTIVE

Peter Sundkvist, Bob Roth




LANDING AND GO-AROUND WITH ICE SPEEDS





Operators experience with the “ice speed” modified stall warning computer.





If making a go-around from VREF20+10 in icing conditions, when selecting go-around flaps, will result in flying a speed below

1.4 VS. Making acceleration at minimum altitude in icing conditions is not a desired procedure from a safety standpoint, the

objective is to commence a climb away from the low altitude. This goes also in line with the CDFA concept for Non Precision

Approaches.

There is no clear guidance given neither in the regulations nor in the AD on how to perform the go-around. The closes to this

is the regulations on how to calculate Approach Climb performance and the selection of the corresponding Approach Climb

speed in relations to VREF. In most cases the Approach Climb speed is higher than corresponding VREF in order to obtain

optimum Approach Climb limited mass. We have by this a similar case, which is acceptable by the regulations.

There are then two ways to perform the approach and go-around. The easiest way is to fly VREF20+20 to 50 ft and take the

Landing Distance Penalty for this increased threshold speed. This works OK at major airport with long RWY but will result in

a considerable payload penalty at RWY limited airports.

Considering the economical aspect vs. the risk exposure, it is Saab opinion that a commitment to land

concept can be justified when operating on short RWY’s. When decreasing speed

below VREF20+20 the approach to land is committed and the speed is reduced to pass

the threshold at VREF20+10. When not RWY limited, VREF+20 is carried down to 50 ft. Based on how the regulations are written for the selection of Approach Climb speed, this is to Saab opinion a justifiable

concept to maintain an economical operation and still having an acceptable level of safety.




SPEED MARGINS

90

100

110

120

130

140

150

160

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)

Gross Weight -1000 lb

340B Speed margins, Flaps 0 Maneuvering

SW-ice

SW-ice 40 bank

Maneuver speed-ice

SW

SW at 40 bank

Maneuver speed

27 kt

25 kt

Margin between SW

and maneuver

speed:

27 (no ice)

25 (ice)

VCLEAN+15

VCLEAN+25




SPEED MARGINS

70

80

90

100

110

120

130

140

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)


340B Speed margins, Flaps 35 Maneuvering

SW-ice

SW-ice 40 bank

Maneuver speed-ice

SW

SW 40 bank

Maneuver speed

30 kt

28 kt

Margin between SW

and maneuver

speed:

28 (no ice)

30 (ice)

VMM35ICE

VMM35




SPEED MARGINS

70

80

90

100

110

120

130

140

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)


340B Speed margins, Flaps 35 Landing

SW-ice

Vref-ice

SW

Vref

17 kt

20 kt

Margin between

SW Vref:

17 (no ice)

20 (ice)

VREF35+10

VREF35




SPEED MARGINS

70

80

90

100

110

120

130

140

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)


340B Speed margins, Flaps 35/20 Go-Around

SW-ice 20

Vref35-ice

VGA-ice

SW 20

Vref 35

VGA

14.5 kt

13.5 kt

10 kt

10 kt

Margin between SW

20 and Vref 35:

14.5 (no ice)

13.5 (ice)

Margin between Vref

an VGA

10 (no ice)

10 (ice)

VREF35+20

VREF35

VREF35+10

VREF35+10




SPEED MARGINS

70

80

90

100

110

120

130

140

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)


340B Speed margins, Flaps 35/20 Initial Go-Around

VS 20 -ice

VSW 20 -ice

Vref35 -ice

VS 20

VSW 20

Vref35

14.5 kt

13.5 kt

24 kt21 kt

Margin between SW

20 and Vref 35:

14.5 (no ice)

13.5 (ice)

Factor to stall speed

with flaps 20 and

Vref35/Vref35-ice:

1.24 (no ice)

1.25 (ice)

VREF35ICE




SPEED MARGINS

70

80

90

100

110

120

130

140

18 19 20 21 22 23 24 25 26 27 28 29

Sp

ee

d (

KC

AS

)


340B Speed margins, Flaps 20/7 Initial Go-Around

VS 7 -ice

VSW 7 -ice

Vref20 -ice

VS 7

VSW 7

Vref20

8 kt

5 kt

18 kt

16 kt

Margin between SW

7 and Vref 20:

8 (no ice)

5 (ice)

Factor to stall speed

with flaps 7 and

Vref20/Vref20-ice:

1.17 (no ice)

1.18 (ice)

VREF20

VREF20ICE




SAAB 340 & 2000


GLASGOW, SCOTLAND

IMPORTANT THINGS TO REMEMBER!

Peter Sundkvist, Magnus Fredriksson, Bob Roth





BLD and CTOT usage during T/O

Use ECS ON (Bleeds ON) during first flight of the day

If a Temperature inversion is suspected during T/O. Delay deselecting

the CTOT system until the inversion has been cleared.





• DO NOT store items on circuit breaker panels!

252





When T/O with Anti-icing fluid

Hold brakes

set FI + 15% TRQ for 15 seconds

release brakes, and then fly VCLEAN+15 during initial climb.





When using Type II, III and IV anti-icing fluid

Clean A/C at regular intervals.

Perform 2 step anti-icing

To minimize accumulation of dried de-icing fluids which can re-

hydrate and cause airfoil contamination or control surface

interference several flights or days after initial application.

and

Prevent degradation of hold over time (HOT) from RWY de-icing

fluids.





Perform Delta Delta T monitoring of the engines





• After flight in icing conditions pay special attention to the bird catcher for possible residual ice. All ice in the intake and bird catcher must be removed before flight to prevent possible ice FOD ingestions and damages to compressor blades.





Observe min TRQ vs. OAT

When performing reduced pwr T/O to prevent T/O abort due to no CTOT engage and / or

Autocoarsen arming.

340A

OAT > 0 C min 75% TRQ

OAT < 0 C - > -20 C min 85% TRQ

OAT < - 20 C higher TRQ might be required

340B

OAT > 0 C min 75% TRQ.

OAT < 0 C - > -20 C min 80% TRQ

OAT < - 20 C higher TRQ might be required





Select AUTO COARSEN ON at your landing checklist

Minimize risk for inadvertent AUTO COARSEN at low P3 pressure

Check TRQ indication before selecting AUTO COARSEN ON.

Should TRQ indication from any engine read zero or be erratic don’t select AUTO COARSEN ON to minimize risk of inadvertent Auto Coarsen.

If Autocoarsen is not selected ON before landing, use a min VREF for landing

• 340A 111 kt

• 340B 114 kt

• 340WT 115 kt




ENGINE FIREFIRE EXTINGUISHING SCHEDULE

START OF FIRE

0

MEAN DELAY OF

TEMP. SENSING

5 8 10 1412 16 18

STABILIZING THE

AIRCRAFT

FUEL STOP

PROPELLER FEATHERED

FIRE EXTINGGUISHING 1st SHOT

Sec.

Important Things to Remember!





START OF FIRE

0

MEAN DELAY OF

TEMP. SENSING

5

FIRE WARNING

8

CANCEL FIRE BELL

10 1412 16 18

STABILIZING THE

AIRCRAFT

FUEL STOP

PROPELLER FEATHERED


Sec.






START OF FIRE

0

MEAN DELAY OF

TEMP. SENSING

5

FIRE WARNING

8

CANCEL FIRE BELL

*1. POWER …………………..REDUCE TO 20-30%

10

*2. CONDITION LEVER………………….FUEL OFF

*3. FIRE HANDLE………………………………PULL

*4. FIRE EXTG switch……………………………ON

-If fire indication still on after 30 seconds-

1412 16 18

STABILIZING THE

AIRCRAFT

FUEL STOP

PROPELLER FEATHERED


Sec.





ENGINE FIRE

Most important! Fly the Aircraft

but:

- Don’t wait for an ENGINE FIRE to be visible!

- Don’t challenge the ENGINE FIRE warning!






When shutting down engine on slippery ramp area.

To prevent A/C to slide forward

Dowty Propeller:

Smooth feathering by observing PROP OIL press.

Initially rises then drops when CL is about half between MIN and START.

At pressure rise hold CL a few seconds then move slowly into START.

Hamilton Standard & Dowty Propeller:

Move CL direct from MIN-MAX range to FUEL OFF.

Both:

After prop stopped Manual Feathering can be used to avoid wind milling.

Engine may be started with propeller unfeathered, if desired.





CB

Taxi CTL

CB

Taxi PWR

NLG

DOWN LOCK

TAXI

LIGHT ON

+

TAXI

LIGHT

+





Park with the NWS centered

Reduces stress and minimizes internal leakages





Perform Winter Operations training

Use AOM information




IMPORTANT THINGS TO REMEMBER 340!

Revised and re-issued April 2016 (replaces ONL No. 8)

DISTRIBUTE TO YOUR PILOTS IN PREPARATION FOR THE COMING WINTER!

EVERY YEAR!




System operations in icing conditions

˂-40°C

≤-5°C and Ice accretion. PROP DE-ICE ON

≤ + 5°C ENG A/I ON 5 min. ENG A/I OFF

9 min. Boots OFF

≤ + 5°C and First sign of Ice. BOOTS ON

400 ft≤ + 5°C. BOOTS ON

NOTE: For detailed procedures refer to AFM and AOM.

FAA: ENG A/I ON ≤ +10°C

REST of the WORLD: ENG A/I ON ≤ +5°C

Important Things to Remember 340!

Only if Ice accumulating. BOOTS ON

BOOTS ON




IMPORTANT THINGS TO REMEMBER 340!STALL RECOVERY TRAINING

• RECOVERY FROM SHAKER


• Stall margin reduced in icing conditions

• Increased drag in icing conditions

• Decreased thrust in icing conditions




TRADE ALTITUDE

FOR SPEED!!!!!!!






•Recommendation for Training and Checking of Stall recovery.

•Trade altitude for speed.

•“The goal of minimizing altitude loss should be a secondary consideration, until a positive stall recovery has been assured”.

Transport Canada

COMMERCIAL AND BUSINESS

AVIATION ADVISORY CIRCULAR

No. 0247

2005.08.24





•Subject: Possible Misinterpretation of the Practical Test

•Standards (PTS) Language “Minimal Loss of Altitude” in

•the approach to stall evaluation criteria.

•“some programs inappropriately stress maintaining altitude

•during recovery or have arbitrarily assigned a predetermined

• value.

•Operators and Training Centers are encouraged to ensure evaluation criteria does not mandate a predetermined value for altitude loss.

•The A/C manufacturer’s recommended stall recovery techniques and procedures take precedence and must be followed.





Subscribe to flight manual release alert

Contact Ms Åsa Danielsson, [email protected]

and give your e-mail address and you will get an alert whenever an AOM,

AFM, MMEL, MELPG and SB revision is released

NOTE!

Internet access to manuals is available now at https://support.saabgroup.com.

Please contact your company "Saab eSpace Administrator" for User I.D.

and Password, if you haven't already got credentials – or if your old

credentials do not work.





Hydraulic hand pump characteristics

A large number of hand pump strokes are required for flap and landing

gear operation.

Stroke resistance characteristics vary from very light to rather heavy.

Position of hand pump selector is important.





Don’t Taxi with a faulty hydraulic pump

Accumulator pre charge pressure 1650 psi





Don’t Taxi into the ramp with LG unsafe indication !

Secure the LG (install pins) after landing, BEFORE taxi-ing!

During initial cockpit set-up (i.e., upon entering the cockpit), confirm landing

gear handle is down BEFORE selecting L or R battery switches ON or

selecting EXT PWR ON.





Don’t use Reverse below 60 kt if you don’t need it for safety

reason

PROP damages

Ice FOD ingestions





Color-code non resettable Cb’s





Maintain your De-icing boots

• Essential for airfoil performance

• Affect the ice shedding capabilities as well as lift, drag and stall characteristics on the airfoil

• Improper repairs will cause the airflow to separate at lower angle of attack

– Stall speeds may increase

– Stall may occur prior to pusher

– A roll may occur during stall, especially with landing flap




IMPORTANT THINGS TO REMEMBER!DE-ICING BOOT REPAIR PATCHES - SAMPLES

Wrong direction

Patches too close

Loose edges (not allowed)





Loose edges (not allowed)





Swelled-up boots (allowed if less than 10 by 5 inch area)




RESEAT PASSENGERS!!


In case of any landing gear problem:




IMPORTANT THINGS TO REMEMBER!ASSUME PROP BLADES

WILL HIT THE GROUND




SAAB 340 & 2000


GLASGOW, SCOTLAND

ON GROUND OR INFLIGHT OCCURRENCE

ANALYSE OR ANIMATION SERVICE

Ulf Andersson Air Safety Investigator/Service Engineer S340/S2000




FLIGHT DATA RECORDER (RAW DATA)

Usage of Flight Data Recorder data can contribute to flight safety

Saab got state of the art equipment - Manufactured by CAE Flight Scape

- Same equipment used by several Authorities within Aircraft accident Investigation community.

Benefits:

• Parameter check

• Analysis

• Animations

294




PARAMETER CHECK

Regulation requirement - Confirmation of parameters tolerance and recording functionality.

• Saab 340/2000: a total of approx. 58 parameters needs to be Reviewed and analysed. (According to regulation).

• Example:

- Engine parameters

- Accelerometer’s,

- Flight controls.

- Attitude, (pitch, roll, heading, Speed , Alt)

295




PARAMETER CHECK

296




ANALYSIS

Excellent for operational section to get a understanding of specific event or incident.

- Troubleshooting

- Training/education

• Note: Modern SSFDR´s may have much more data stored than the mandatory 25 hrs,

• could be up to 300hrs compared with Tape Recorders = 25 Hrsfixed

Don´t disregard the FDR just because the Aircraft has flown more than 25 hrs since the event.

297




ANALYSIS

298




ANIMATION

- Used as powerful illustration of Accident, Incident, Event.

- Excellent for operational training/education.

299




ANIMATION

300




PURPOSE

• Purpose of the service is to maintain a high level of Flight Safety by:

Supporting the Operator in confirmation of parameter consistency recording functionality.

- Maintain the required analyse tools and knowledge to be able to support in case of accident/incidents in a professional way.

- Sharing experience and knowledge within the Aviation Community. (When applicable)

• For more information please contact:

301

Ulf Andersson

+46 734 180351

[email protected]

Anders Bergstrand

+46 734 184357

[email protected]

GLOBAL OPERATORS CONFERENCE GLASGOW 2016 ... - Saab … · SAAB 340 & 2000 GLOBAL OPERATORS...

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Transcript of GLOBAL OPERATORS CONFERENCE GLASGOW 2016 ... - Saab … · SAAB 340 & 2000 GLOBAL OPERATORS...