Interesting Performance Related Fault

[pelmet]

From TSB...

C-FACJ, a Cargojet B757-200 was operating flight CJT1505 from Tocumen International Airport
(MPTO), Panama, to José Joaquín de Olmedo International Airport (SEGU), Ecuador.

Following takeoff, during flap retraction from Flaps 5 to Flaps 1, the crew experienced a leading-
edge slat asymmetry. The crew followed the applicable departure procedure and levelled at 15 000

feet, where they entered a hold and actioned the applicable quick reference handbook (QRH). The
QRH directed a landing with Flaps 20 or flapless, with the associated non-normal speeds to be
maintained. The crew contacted Dispatch and Maintenance Control (MCC) to discuss the situation.
Based on the prevailing conditions and their assessment that adequate fuel would be available, the
crew determined that they were comfortable continuing to SEGU. During the enroute portion of the
flight, while completing the landing performance calculations, the crew determined that the required
landing distance would necessitate maximum manual braking or maximum autobrake. As a
precaution, the crew declared a MAYDAY with Bogotá ATC. After further review of the landing
calculations, the crew determined that the situation did not require a MAYDAY and subsequently
downgraded to a PAN PAN.

[Eric Janson]

With any non normal procedure requiring an increased landing distance it is critical that the required landing distance is calculated.

This should be done before any decision is made on where to land.

Take the longest runway available - basic Airmanship.

The runway at MPTO is much longer than at SEGU - a return to MPTO is what should have been done.

Keep things simple - JMHO.

[rudder]

With any non normal procedure requiring an increased landing distance it is critical that the required landing distance is calculated.

This should be done before any decision is made on where to land.

Take the longest runway available - basic Airmanship.

The runway at MPTO is much longer than at SEGU - a return to MPTO is what should have been done.

Keep things simple - JMHO.

Usually prefaced with ‘Land at the nearest SUITABLE airport’.

[Eric Janson]

Usually prefaced with ‘Land at the nearest SUITABLE airport’.

That will depend on the failure and in some cases aircraft type.

Don't companies use FORDEC as a tool to handle abnormal situations? That's pretty standard at European companies.

[Dry Guy]

I fear Cargojet will have a hull loss soon. There's been too many close calls.

[pelmet]

Usually prefaced with ‘Land at the nearest SUITABLE airport’.

That will depend on the failure and in some cases aircraft type.

Don't companies use FORDEC as a tool to handle abnormal situations? That's pretty standard at European companies.

Never heard of FORDEC until going on the Airbus in the same company. Looked it up. Developed by Airbus.

[pelmet]

I fear Cargojet will have a hull loss soon. There's been too many close calls.

It has crossed my mind that they have a disproportionate number of system failures that have to be dealt with, when reading the TSB daily incident reports. Flaps faults, etc.

Maybe not an issue in good conditions but tie it in with an arrival at your not so great alternate and it can be a big deal.

[pelmet]

I fear Cargojet will have a hull loss soon. There's been too many close calls.

It has crossed my mind that they have a disproportionate number of system failures that have to be dealt with, when reading the TSB daily incident reports. Flaps faults, etc.

What a coincidence. Three hours after posting this above message, this is on the TSB daily report...


Incident #1
C-FGKJ, a Cargojet Airways Ltd. Boeing 757-200 was conducting IFR flight CJT590 from the
Saskatoon/John G. Diefenbaker International Airport (CYXE), SK, to the Regina International
Airport (CYQR), SK.
During the final approach to CYQR, the flaps 1 position was selected which resulted in an EICAS
warning for leading edge (LE) slat disagree. The flight crew actioned the quick reference handbook
(QRH) and continued the approach with emergency services standing by. The aircraft landed
uneventfully at CYQR.
The defect was cleared and the aircraft continued to the Winnipeg/James Armstrong Richardson
International Airport (CYWG), MB where the same issue re-occurred (TSB Report A26C0128).


Incident #2:
C-FGKJ, a Cargojet Airways Ltd. Boeing 757-200 was conducting IFR flight CJT590 from the
Regina International Airport (CYQR), SK, to the Winnipeg/James A. Richardson International
Airport (CYWG), MB.
During the final approach to CYWG, the flaps 1 position was selected which resulted in an EICAS
warning for leading edge (LE) slat disagree. The crew requested a hold and actioned the quick
reference handbook. The flight crew requested a runway change and for emergency services to
standby. The aircraft landed uneventfully at CYWG.
The operator's maintenance investigated this incident and found the LE slat #11 and #12 rotary
actuators had tripped their overload indicators. The #11 and #12 actuators were replaced; the
aircraft was checked serviceable and returned to service.


....from TSB.

Maybe TC should do an audit.

[Pacqing]

I heard today that Transport is looking for people, With al your knowledge you should apply, This seems to be your life work so you'd be a shoe in.

[skybluetrek]

Their engine failure on approach with an empty fuel tank is definitely concerning. I wonder what the underlying factors were there.

Investigation #A26F0223

[pelmet]

I heard today that Transport is looking for people, With al your knowledge you should apply, This seems to be your life work so you'd be a shoe in.

I am nowhere close to being qualified in TC's eyes....

"How and why to self-declare as a member of an employment equity group when applying to federal public service jobs."

"Some federal public service jobs are open only to people who self-declare as members of one of the 4 employment equity groups. To apply to those jobs, if you belong to at least one of these groups, you’ll need to self-declare when you apply."

https://www.canada.ca/en/services/jobs/ ... -jobs.html

Link from this page...

https://tc.canada.ca/en/corporate-servi ... ort-canada

Remember folks....your safety is not the #1 priority.

The only thing I have to self-declare is decades of aviation experience and common sense. That is not something that interests those responsible for our safety.

[FL030]

Transport Canada doesn't give a damn about cargo ops. I mean Cargo North was crashing a plane every year and nothing happened to them. It's up to cargo pilots to protect their own lives. Transport is not going to protect you from bad company culture or operations unless innocent people are involved.

[Eric Janson]

Never heard of FORDEC until going on the Airbus in the same company. Looked it up. Developed by Airbus.

FORDEC is a structured decision-making and problem-solving model originally developed in the 1990s by Lufthansa and the German Aerospace Center (DLR) for aviation. It helps flight crews and teams handle high-pressure, complex, or crisis situations by reducing cognitive load and preventing impulsive or biased choices.

What Does FORDEC Stand For?

• F – Facts: Gather and verify all available data, current conditions, system statuses, and weather to define the real problem.
• O – Options: Brainstorm and list all possible courses of action without premature judgment.
• R – Risks and Benefits: Evaluate the pros, cons, safety hazards, and consequences of each option.
• D – Decision: Select the best or least-worst course of action collaboratively.
• E – Execution: Assign specific tasks, communicate with relevant parties (such as Air Traffic Control or crew), and carry out the plan.
• C – Check: Continuously monitor the results and re-evaluate if the situation changes.

It covers all the critical items and ensures both crew members are on the same page. Works extremely well.

What do your companies use?

[Jean-Pierre]

What do your companies use?

Great info Eric Janson.