Final report RL 2016:11e - Havkom

1 Final report RL 2016 : 11e accident in Oajev gge, Norrbotten County, Sweden on 8 January 2016 involving the aeroplane SE-DUX of the model CL-600-2B19, operated by West Atlantic Sweden AB. File no. L-01/16 12/12/ 2016 RL 2016 :11e Postadress/Postal address Bes ksadress/Visitors Telefon/Phone Fax/Facsimile E-post/E-mail Internet Box 12538 Sveav gen 151 +46 8 508 862 00 +46 8 508 862 90 SE-102 29 Stockholm Stockholm Sweden SHK investigates accidents and incidents from a safety perspective. Its investigations are aimed at preventing a similar event from occurring in the future, or limiting the effects of such an event.

2 The investigations do not deal with issues of guilt, blame or liability for damages. The report is also available on SHK s web site: ISSN 1400-5719 This document is a translation of the original Swedish report . In case of discrepancies between this translation and the Swedish original text, the Swedish text shall prevail in the interpretation of the report . Photos and graphics in this report are protected by copyright. Unless otherwise noted, SHK is the owner of the intellectual property rights. With the exception of the SHK logo, and photos and graphics to which a third party holds copyright, this publication is licensed under a Creative Commons Attribution Sweden license.

3 This means that it is allowed to copy, distribute and adapt this publication provided that you attribute the work. The SHK preference is that you attribute this publication using the following wording: Source: Swedish accident Investigation Authority . Where it is noted in the report that a third party holds copyright to photos, graphics or other material, that party s consent is needed for reuse of the material. Cover photo no. 3 - Anders Sj d n/Swedish Armed Forces. RL 2016 :11e Content General observations .. 5 The investigation .. 5 SUMMARY.

4 9 FACTUAL INFORMATION .. 13 History of the flight .. 13 Preconditions .. 13 Pre-flight preparations .. 14 The take-off, departure, climb and cruise phase .. 15 The occurrence and the accident .. 16 Injuries to persons .. 19 Damage to 19 Other damage .. 19 Environmental 19 Personnel information .. 19 The pilot in command .. 19 The co-pilot .. 20 Duty schedule of the crew .. 21 Aircraft information .. 21 The aeroplane .. 22 Description of parts or systems related to the occurrence .. 22 Meteorological information .. 33 Aids to navigation.

5 33 Communications .. 33 Aerodrome information .. 33 Flight recorders .. 33 Digital Flight Data Recorder (DFDR) .. 34 Cockpit Voice Recorder (CVR) .. 35 accident site and aircraft wreckage .. 35 accident site .. 35 Aircraft wreckage .. 36 Medical and pathological information .. 38 The biological circadian rhythm .. 38 The flight crew s sleep and rest periods .. 38 Fire .. 38 Survival aspects and the rescue operation .. 38 General .. 38 Air traffic control and alerting services .. 39 Air rescue services .. 40 Mountain rescue and municipal rescue services.

6 44 Collaboration .. 45 The Swedish Armed Forces .. 46 The Swedish Maritime Administration s SAR helicopters .. 47 Emergency Locator Transmitter (ELT) .. 50 Tests and research .. 50 Fuel sample analysis .. 50 De-icing report .. 50 Eletromagnetic interference .. 50 Radar and WAM data .. 51 Reference flight .. 51 RL 2016 :11e 4 (87) Simulator reference flight .. 52 Validation of non-compatible DFDR parameters .. 53 Simulations .. 55 IRU of the type LTN-101 .. 56 IRU history and research .. 56 Interviews .. 57 Flight without external visual references.

7 58 Surprise effect .. 59 Organisational and management information .. 59 The operator .. 59 The manufacturer .. 61 EASA .. 61 The Swedish Transport Agency .. 62 Additional information .. 62 Training .. 62 CRM .. 62 Upset Prevention and Recovery Training .. 62 Actions taken .. 63 Special methods of investigations .. 64 ANALYSIS .. 64 The aeroplane s state at the start of the event .. 64 History of the flight .. 64 Preconditions .. 64 Flight preparations .. 65 The take-off, departure, climb and cruise .. 65 The sequence of the event .. 66 The human machine interface for the PFD units.

8 71 The declutter function of the PFD units .. 71 Simulator reference flight .. 72 Communication and training .. 72 Communication .. 72 Training .. 73 Malfunction of the IRU .. 73 The malfunction of IRU 1 .. 73 Actual configuration of the IRUs .. 73 Fault reporting on aircraft .. 74 Rescue services .. 74 Alerting 74 Air rescue services .. 75 Mountain rescue/municipal rescue services .. 76 Emergency Locator 76 Overview of the occurrence .. 76 CONCLUSIONS .. 78 Findings .. 78 Factors as to cause and contributing factors .. 80 Factors as to risk.

9 80 SAFETY RECOMMENDATIONS .. 81 .. 82 RL 2016 :11e 5 (87) General observations The Swedish accident Investigation Authority (Statens haverikommission SHK) is a state authority with the task of investigating accidents and incidents with the aim of improving safety. SHK accident investigations are intended to clarify, as far as possible, the sequence of events and their causes, as well as damages and other consequences. The results of an investigation shall provide the basis for decisions aiming at preventing a similar event from occurring in the future, or limiting the effects of such an event.

10 The investigation shall also provide a basis for assessment of the performance of rescue services and, when appropriate, for improvements to these rescue services. SHK accident investigations thus aim at answering three questions: What happened? Why did it happen? How can a similar event be avoided in the future? SHK does not have any supervisory role and its investigations do not deal with issues of guilt, blame or liability for damages. Therefore, accidents and inci-dents are neither investigated nor described in the report from any such per-spective.