Page 10 - InterPilot Vol2 No1
P. 10


ADS-B active

in Australia
Icing still Automatic Dependent Surveillance –

Broadcast (ADS-B) technology is in effect
not fully for all Instrument Flight Rules (IFR)
aircraft flying at or above 29,000 feet in
Australia’s airspace.
As of February 6, 2014, Civil Aviation
understood Safety Authority (CASA) regulations require
all new aircraft registrations in Australia to
be ADS-B capable. All new transponder
installations in older aircraft will also need
to be ADS-B capable.
By three years from now, all Australian-
registered IFR aircraft flying within
Australia’s airspace will be required to oper-
ate using ADS-B.
On-ground icing detection technology exists for is a contributing factor in many more Australia has a network of 61 ADS-B
aircraft, but there’s no requirement to install events, claimed John Vincent, EASA dep- ground stations which provides continent-
such sensors, notes Jussi Ekman, Finnair/ECA. uty director for strategic safety. wide air traffic control surveillance. Over
EASA’s certification director, Norbert the next three years, Airservices will install
An international research team involving Lohl, said, “Climate change has made a further 15 ADS-B ground stations to pro-
EASA and the FAA is convening in Darwin, flight envelope definitions obsolete.” vide additional surveillance coverage at
Australia, to study clouds in both oceanic Ice crystals can bounce off freezing sur- lower altitudes and extend higher-level cov-
and continental convection that contain a faces near the front of the engine and erage offshore.
lot of ice water. They hope to develop a enter the core. In the compressor, ice crys-
better understanding of the physics tals melt on vane surfaces, creating a film
involved in aircraft icing. of water. Particles continue to cool the
Fabien Dezitter, coordinator of Airbus’ vane to the point that it becomes cold
icing research and technology activities, enough for ice to form and accrete.
said researchers will sample altitudes cor- Eventually the ice breaks off, possibly
responding to three different tempera- causing various engine malfunctions,
tures (-10 degrees C, -30 degrees C, and including flameout. Final DC-9
-50 degrees C). On the ground, current runway friction flight for Delta
Aircraft manufacturers, airport opera- measurement only assesses the state of
tors, and others continue to struggle to the runway. Jussi Ekman, a Finnair pilot Delta Air Lines has retired the last of its
understand the icing phenomenon, and representative of the European DC-9s, nearly 50 years after McDonnell
according to speakers at a recent Cockpit Association (ECA), IFALPA’s Douglas delivered the first of the aircraft
EASA conference in Cologne, Germany. regional representative, would like to see a type in 1965.
EASA initial airworthiness rulemaking regulatory requirement for on-ground The aircraft flown on the final passenger
officer Xavier Vergez said engineers icing detectors which indicate how close flight from Minneapolis was built in 1978,
understand the basics of how ice crystals the aircraft is to the end of its holdover and was inherited when Delta acquired
can create engine icing in flight, but time, the point at which an application of Northwest Airlines in 2008.
they do not yet completely comprehend anti-icing fluid is no longer effective. Delta’s DC-9 chief line check pilot Scott
the phenomenon. ICAO, IATA, and SAE are conducting a Woolfrey, who flew the leg, called it “a
Icing was the primary cause of 80 acci- harmonization effort that aims to stand- pilot’s airplane.”
dents in the past 10 years, resulting in 263 ardize methods, training, quality control, The replacement aircraft for the DC-9 are
fatalities worldwide, according to EASA. It and phraseology worldwide. the former AirTran Boeing 717s and
MD-90s, both descendants of the DC-9.
Vol 2 | No 1 | March 2014 InterPilot | The Safety and Technical Journal of IFALPA

InterPilot_Mar14_p06-11_News.indd 10 18/03/2014 14:55
   5   6   7   8   9   10   11   12   13   14   15