He tried to warn the captain 18 times, using multiple different variations of phrasing, but failed to find a way to convey the urgency of the situation and make the captain change his course of action.The TSB highlighted how according to First Air's own standard operation procedures, the approach was clearly unstable and should have been aborted at an early stage. Captain Blair Rutherford was designated as pilot flying for the segment, and First Officer David Hare as the pilot not flying. Reports received shortly after take-off indicated deteriorating weather at Resolute, but the crew agreed that the flight should not divert. Under a significantly increased workload, neither pilot noticed the partial disengagement of the autopilot. It found that the crew's decision to initiate the descent from cruise altitude was late, and it resulted in a significantly increased workload that affected the crew's subsequent performance and ability to properly track all parameters.The approach was entirely flown on autopilot, which was correctly set to capture the The deviation was correctly shown on the onboard localizer indicator. Mayday - S14E10 - Death in the Arctic (First Air Flight 6560) All Rights Reserved Human error, weather and equipment failure combined to cause the deadly First Air crash in Resolute Bay in 2011, according to the Transportation Safety Board. Blair and Rutherford had received outdated crew management training in a two-day course that was compressed into four hours.“The first officer’s suggestions weren’t compelling enough to alter the captain’s mindset and the first officer likely felt inhibited from taking control of the aircraft from the captain,” board member Kathy Fox told reporters in Ottawa where the report was released.“Crew resource management is supposed to help flight crews in exactly these kinds of situations.”Fox said Transport Canada is updating its training, but she warned there will be “gaps” unless all airlines are required to apply the standards on a daily basis.A blizzard of lawsuits followed in the wake of the crash, naming First Air, Nav Canada and the department of National Defence as defendants. Rutherford replied that the autopilot was working fine.Puzzled as to why the plane’s navigational instruments weren’t lining up with ground-based systems, Hare asked if they’d done something wrong. The board stressed the risks posed by unstable approaches that are continued to a landing, and called for airlines and authorities to enforce standard operating procedures and Differing opinions on the flight deck partially led to the death of 12 people in the First Air flight 6560 crash in August 2011 in Resolute Bay, Nunavut according to a report released by the Transportation Safety Board Tuesday. Three passengers survived with severe injuries. The report suggested Rutherford is likely to have understood the remark as a request to prepare the plane for landing.“The captain’s mental model was likely that the approach and landing could be salvaged, and the (co-pilot’s) mental model was almost certainly that there was significant risk to the safety of flight and that a go-around was required. “But what ultimately tied all these things together was that as the flight progressed, each pilot developed a different understanding of the situation and they were unable to reconcile that difference.”Trouble began for Flight 6560 when Rutherford began the descent into Resolute Bay.

Canadian Forces soveriegnty Operation Nanook was in full swing in Resolute Bay, and there was speculation that it might have interfered with Flight 6560, but it was not among the factors that investigators included.The board earlier revealed that another plane was in the same area at the time and posed the risk of a mid-air collision. Five seconds later, he suggested they pull up and go around for another approach.Rutherford, fully focused on landing the plane and on figuring out why his instruments were giving confusing readings, refused.“It is likely that the captain did not fully comprehend information that indicated that his original plan was no longer viable,” the report said.Less than 10 seconds after first suggesting they pull up, Hare asked again, pointing out that the plane wasn’t configured for a landing. Furthermore, the pilot did not recalibrate the compass after the initial descent, 15 minutes before the crash, though regular recalibration when so near the In fact the aircraft was flying roughly parallel to the runway, and a wind from the southwest was pushing it even further to the east. The angle was too steep and the plane was travelling too fast as it approached the runway; a brisk tail wind was pushing it off course and toward the hill where it crashed.The plane’s compass was 17 degrees out and the autopilot was accidentally disengaged as 6560 made its final approach, adding to confusion and tension on the flight deck that was evident in the verbal exchanges between Rutherford and Hare.Within seconds after that final turn, the co-pilot realized the plane was off course and repeatedly told the pilot, reminding him about the large hill to the right of the runway. Rescue operations were carried out by At that time, the crew had completed the landing checklist, the In March 2014, the TSB issued the final accident report. Copyright © 2015 — Northern Journal.


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