text:
Aviation Investigation Report A11Q0028
Table of Contents
Risk of collision
Air Inuit Ltd.
between DHC-8-314 C-GUAI
and DHC-8-102 C-FCJD
Puvirnituq, Quebec, 117 nm South
The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. This report is not created for use in the context of legal, disciplinary or other proceedings. See Ownership and use of content.
The DHC-8-314 (registration C-GUAI, serial number 423), operated by Air Inuit Ltd. as flight AIE880, was flying in accordance with instrument flight rules between Puvirnituq and La Grande-Rivière, Quebec, at flight level 220. Another aircraft operated by Air Inuit Ltd., a DHC-8-102 (registration C-FCJD, serial number 158), flight AIE304, was flying in the opposite direction at flight level 230, in accordance with instrument flight rules. Approximately 117 nautical miles south of Puvirnituq, the 2 aircraft received a traffic advisory, followed by a resolution advisory from the traffic alert and collision avoidance system. Avoidance manoeuvres were performed, and the 2 aircraft passed each other with a separation of approximately 1500 feet in the vertical plane and 0.8 nautical miles in the horizontal plane. They continued toward their respective destinations, where they landed without problem. The event occurred at 1436 Eastern Standard Time, in daylight. No one was injured.
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1. Factual Information
1.1 History of the Flight
At 1328, Footnote 1 the DHC-8-102 operating as AIE304, with 3 crew members and 28 passengers aboard, took off from La Grande-Rivière for Puvirnituq, Québec. The first officer was acting as pilot flying (PF) while the aircraft captain was acting as pilot not flying (PNF). The instrument flight rules (IFR) clearance received prior to departure authorized AIE304 to follow a direct route toward Puvirnituq and to climb to flight level (FL) 250. Footnote 2However, during the climb, upon request by the flight crew, the aircraft was authorized to maintain FL230, an altitude reached at 1349.
At 1357, upon request by the flight crew, AIE304 was authorized to switch from the Montréal Area Control Centre frequency to the en route frequency. Footnote 3 The aircraft left radar coverage Footnote 4 at 1416, approximately 175 nautical miles (nm) north of the Chisasibi radar facility located 55 nm northwest of La Grande-Rivière airport. Ten minutes earlier, at 1406, another Air Inuit Ltd. aircraft, a DHC-8-314 operating as AIE880, with only a 3-member flight crew, took off from Puvirnituq for La Grande-Rivière. Flight AIE880 was also authorized to pursue a direct route to its destination. The flight had been planned for FL220, but once en route, the flight crew asked to climb to FL250. However, because of AIE304 heading in the opposite direction, at FL230, AIE880 was authorized to maintain FL220 until it had passed AIE304.
Due to recurring aircraft pitch oscillations when the autopilot's altitude-hold mode was selected, the flight crew of AIE304 opted to engage vertical speed (VS) mode Footnote 5 on the flight guidance mode selector in order to maintain the altitude of 23 000 feet selected on the altitude alerting system. During the flight, the PF had to leave the cockpit for physiological reasons. The controls were transferred to the aircraft captain, who became the PF during the first officer's absence. At this time, the aircraft was flying at FL230 toward Puvirnituq.
At 1421:35, without the captain noticing, AIE304 began a slow descent (Appendix A). The aircraft lost just over 700 feet of altitude over a 14-minute period, Footnote 6 which corresponds to an average rate of descent of approximately 50 feet per minute. When the descent began, the aircraft were separated by a distance of 131 nm on opposing tracks (Appendix B). AIE304 was maintaining a heading of 7° magnetic (M) and AIE880 was maintaining 210°M. Although the captain of AIE304 visually scanned the instruments sporadically, his attention was largely focused outside as he contemplated the landscape of the eastern coast of Hudson Bay.
Upon return, the first officer of AIE304 was standing in the cockpit entrance and observed the vertical speed indicator screen, which serves as the traffic alert and collision avoidance system (TCAS) display, indicating the presence of a target straight ahead and slightly to the right. A traffic advisory (TA) was heard followed by a resolution advisory (RA) requesting climb. Before the first officer could sit, the captain disconnected the autopilot and turned right, banking up to 38°. During this turn, the aircraft lost just over 50 feet in altitude before beginning to climb. The turn, which was started at 1435:37—that is, 5 seconds after the captain had disengaged the autopilot—was stopped on 045°M.
At 1435:26, 2 seconds after receiving a TA, the first officer of AIE880, who was acting as PF, disconnected the autopilot. He made a shallow turn to the right with a minor loss of altitude. At 1435:38, he made a shallow left-climbing turn before being warned by the PNF to halt the turn, and began descending as requested by the RA. The PF believed that the visual indication on the vertical speed indicator was recommending the turn. Following the actions taken by the 2 PFs, the aircraft passed each other at 1436:12, with a separation of approximately 1500 feetFootnote 7 in the vertical plane and 0.8 nm in the horizontal plane. AIE880 and AIE304 returned to their authorized altitude at 1437 and 1437:46, respectively. They continued toward their destination, where they landed without incident.
1.2 Personnel Information
The 2 flight crews were certified and qualified for the flight, in accordance with existing regulations. Also, the duty and rest time of both flight crews were within prescribed limits. There is no evidence to indicate that fatigue played a role in this occurrence. The flying experience of the pilots is summarized in the following table.
|Type of aircraft
and position title
|AIE880 captain
DHC-8 captain
DHC-8 co-pilot
Other types
|16 500
|21 000
1.3 Aircraft Information
1.3.1 Autopilot Information
Appropriate use of an autopilot reduces the workload of the pilot and increases safety. The standard operating procedures (SOP) stipulate that with autopilot engaged, it is essential to monitor the aircraft to prevent an inadvertent deviation in the track or altitude.
Among other things, the flight guidance mode selector located on the glare shield panel enables the pilot to select several different guidance modes, including VS mode (Photo 1). When selected, this mode maintains the current vertical speed of the aircraft at the time of activation. The vertical speed can be changed using the "NOSE DN/NOSE UP" pitch trim wheel located on the selector. The new vertical speed to be maintained appears on the advisory display unit and remains there until a new mode is activated. Since VS mode is used primarily to maintain a desired rate of descent or climb, its ability to maintain precisely a set altitude, such as VS-0, has not been evaluated for certification purposes. However, the autopilot manufacturer indicated that VS mode should be capable of maintaining the desired rate ± 300 feet when used for descents and climbs.
In this occurrence, the aircraft used for flight AIE304 was oscillating in pitch when the autopilot was engaged in altitude-hold mode. For this reason, the crew chose to use VS mode to halt the oscillation, by displaying "0" as the vertical speed. The use of VS mode, in such a case, was customary and also used by other pilots in the company. Nothing prohibited it. Furthermore, the minimum equipment list (MEL) allows flight, with certain restrictions, despite an autopilot defect. Among other things, the MEL indicates that any mode that functions can be used. According to the Pilot's Manual, Footnote 8 vertical plane oscillation is a typical issue that can arise in various modes of use. Footnote 9
Pitch oscillations when the autopilot was engaged had been observed in the past, not only by this crew or on this particular aircraft, but on other DHC-8s of the company. Nothing indicates that this situation had been formally pointed out to the company's maintenance personnel, such as by means of an entry in the aircraft logbook.
In this occurrence, the cause(s) of the pitch oscillations could not be determined. In the autopilot manufacturer's experience, there are 2 likely causes for the problem: poor tension of the flight control cables or a malfunction of the air data computer.
1.3.2 Altitude Alerting System
The altitude alerting system controller, located to the left of the engine instrument panel, consists of a set knob and a 5-figure digital display. As soon as the aircraft deviates more than 250 feet from the altitude selected, the altitude warning light located on each of the pressure altimeters lights up as a visual alarmFootnote 10 (Photo 2). It does not flash.
In this occurrence, the light would have illuminated when AIE304 descended below 22 750 feet, and would have remained lit until the aircraft returned to the altitude selected. The PF, alone in the cockpit at that time, did not observe the warning light. Following the occurrence, no anomaly in the warning light was reported by the flight crew in question, or by subsequent flight crews. All indications are that it operated correctly.
1.3.3 Traffic Alert and Collision Avoidance System
The 2 aircraft were equipped with a TCAS II manufactured by Collins. Footnote 11 TCAS II provides 2 types of traffic alert warnings: a traffic advisory (TA) warns the flight crew of a potential conflict, and if the system determines that the possibility of conflict escalates to the point where action is required to correct the situation safely, the system issues a resolution advisory (RA) to the flight crew. The advisories consist of audio announcements as well as a symbolic depiction on the vertical speed indicator (VSI), which serves as the display (Appendix C).
Although the display allows visualization of aircraft intruding within a radius of 6 nm and 12 nm, the conflict surveillance area extends to a radius of roughly 40 nm. Footnote 12 All audio announcements consist of actions required in the vertical plane. As designed, the system does not issue any commands to perform a turn.
The logic behind effective operation of the TCAS calls for a compromise between the required protection and unnecessary advisories by controlling the sensitivity level (SL). Footnote 13 The SL varies according to the altitude at which the aircraft is flying. In other words, the higher the altitude, the higher the SL, which results in greater protection. Since the aircraft were travelling at an altitude over 20 000 feet, their SL was level 7. At this level, a TA is issued when the aircraft is 48 seconds from the closest point of approach (CPA). A TA consists of a visual indication on the VSI indicator of the relative position of the intruding aircraft as well as an audible announcement of "TRAFFIC, TRAFFIC", which affords the flight crew the opportunity to visually identify the intruder and prepare to perform a possible avoidance manoeuvre.
Since the CPA occurred at about 1436:12, a TA should have sounded at 1435:24. Following the TA, the captain of AIE880 spotted the vapour trail behind AIE304, which indicated that the aircraft was on its right and approaching.
In the event of a level-7 SL, an RA is activated when the aircraft is 35 seconds from the CPA. It consists of an audible announcement commanding the vertical-plane manoeuvre that the PF must make to avoid collision, as well as a visual depiction on the VSI (Appendix C). The visual depiction consists of a green band recommending a target vertical speed range that will provide an adequate vertical separation, if heeded. A red band also appears indicating the vertical speed range to be avoided.
Also, on the indicator are symbols representing the relative position of aircraft intruding in the horizontal plane accompanied by 3 other symbols: a numeric value indicating the difference in altitude with the intruder(s), accompanied by a +/- symbol to indicate the relative altitude, as well as an adjacent arrow indicating whether the intruder is climbing or descending.
According to the aircraft flight manual, TCAS warnings are based on the precision of the pilot in performing the RA manoeuvre within 5 seconds, and within approximately 2 seconds if another corrective RA is issued. The manual also indicates that when an RA predicts an intersecting trajectory, all efforts should be made to visually locate the intruder in order to ensure adequate separation. In this case, it was not possible to determine the accuracy of the TCAS warnings generated, since neither the TCAS nor the DFDR recorded this data.
The investigation determined that AIE304 received an advisory to climb, while AIE880 received an advisory to descend. In this case, an RA should therefore have been issued at around 1435:37. All indications are that the 2 TCAS operated correctly during the occurrence.
1.4 Meteorological Information
At the time of the occurrence, the 2 aircraft were travelling under visual flight conditions with a cloudless sky. There was no turbulence forecast at the altitude at which the aircraft were flying, and none was reported. Meteorological conditions did not play a role in this occurrence.
1.5 Airspace Information
Flights AIE304 and AIE880 were flying in class A airspace Footnote 14. Although this airspace is controlled, radar coverage is limited depending on the distance and altitude of aircraft. In this occurrence, the 2 aircrafts were outside the radar range. However, NAV CANADA ensures air control and aircraft separation using procedural methods, i.e., without radar identification and, in this case, without direct communication.
Using the Canadian Automated Air Traffic System (CAATS), the controller can obtain projections of aircraft positions. Aircraft are graphically depicted on a screen, which allows the controller to maintain greater awareness of the situation. When positions are reported, the controller updates the positions in CAATS, which makes it possible to update the projections. Use of CAATS does not provide a controller with real-time altitude information.
Upon request by the flight crew, the controller authorized AIE304 to leave the radio frequency and switch to the en route frequency. However, no specific frequency is assigned in the area flown over by the 2 aircraft. Although the 126.7 MHz frequency is normally used for IFR flights in uncontrolled airspace or for VFR flights in controlled airspace, nothing requires a flight crew to monitor 126.7 MHz. Furthermore, 122.75 MHz can be used for air-to-air communications between pilots during flights within Canadian Southern Domestic Airspace, as in this case. Pilots are not required to report their positions except when specifically asked to do so by the controller.
When required, position reports are transmitted by the pilot by means of a remote communications outlet (RCO) or a dial-up remote communications outlet (DRCO), whichever is closer to his position. The flight service specialist who receives the message will relay it to the controller in the Montréal Area Control Centre (ACC). Exceptionally, the controller can use a frequency that enables direct communication with aircraft flying in the region, but this frequency is assigned to another control sector.
1.6 Telecommunications
Both AIE304 and AIE880 were equipped with 2 very high frequency (VHF) radios capable of transmitting and receiving. According to the company's standard operating procedures, VHF 1 is generally used for the en route frequency while VHF 2 is used for the company frequency. In the case of this occurrence, AIE304 was authorized to use the en route frequency at 1357. As indicated earlier, no specific frequency was assigned. It was determined that AIE304 had VHF 1 selected on the frequency 123.27 MHz, the Puvirnituq (CYPX) DRCO, and VHF 2 on 121.5 MHz, the emergency frequency. Until the 2 aircraft crossed paths at 1436, the AIE304 flight crew had not transmitted its position or its intentions on either VHF 1 or 2, nor was it required.
To accommodate the request of AIE880 to climb to FL240, the flight service specialist (FSS) at the Québec flight information centre (FIC) attempted unsuccessfully to reach AIE304 4 times Footnote 15 on 126.7 MHz in order to determine its exact position. Since 126.7 MHz is generally used as the en route frequency, it is possible that the FSS expected the flight crew to be monitoring it. This transmission was issued on the Inukjuak (CYPH) DRCO and the Puvirnituq (CYPX) DRCO as well, among others. Since AIE304 was not set to 126.7 MHz, it would not have been able to hear these broadcasts.
After the 2 flights crossed paths, AIE880 returned to FL220 and notified the FIC that it had just passed AIE304 and repeated its request to climb to FL240. To authorize this request, the FIC again attempted without success to reach AIE304. It was not until 1445—9 minutes after the 2 aircraft passed each other—that AIE304 communicated with the FIC on 126.7 MHz. Neither flight crew mentioned to the FIC the deviation in altitude to comply with the RA.
Both the aeronautical information manual (AIM) Footnote 16 and the company flight operations manual indicate that the pilots must inform the appropriate ATC as soon as possible after a deviation in altitude resulting from an RA. Their report must include the direction of their flight and the time they were back on track and at their assigned altitude. The occurrence was reported later in the day to the company and to NAV CANADA.
1.7 Flight Recorders
The flight data recorders (FDR) of the 2 aircraft were sent to the TSB Laboratory for examination. Although the recorded data parameters were limited, they did make it possible to determine the proximity of the 2 aircraft to each other. Footnote 17
Each of the aircraft was equipped with a cockpit voice recorder (CVR) capable of recording and saving the last 30 minutes of sounds heard in the cockpit. The 2 CVRs were sent to the TSB Laboratory. However, since each of the flights continued for more than 30 minutes after the occurrence, the audio recordings were overwritten.
The 2 CVRs met the requirements of the existing regulations. The majority of new CVRs equipped with semiconductor memories offer a recording capacity of 2 hours. Conversations and RAs heard by the pilots in the cockpit during the risk of collision would have been very useful to the investigation.
On 09 March, 1999, the TSB recommended Footnote 18 to Transport Canada (TC) and the European Joint Aviation Authorities that "as of 01 January, 2005, all aircraft that require both an FDR and a CVR be required to be fitted with a CVR having a recording capacity of at least 2 hours." TC supported this recommendation, provided that harmonization was maintained between the requirements of the United States Federal Aviation Administration (FAA) and those of Canadian authorities. Since its first response, dated 07 June 1999, TC has indicated its intention to present a notice of proposed amendment (NPA) to the regulation to rectify the deficiency described in recommendation A99-02.
Since April 2008, the FAA requires aircraft manufactured prior to 07 April 2010 to be equipped with a CVR with a recording capacity of at least 2 hours. The modernization of these aircraft must have been completed before 07 April 2012. Nearly 12 years after its initial response to recommendation A99-02, an NPA (2011-010) was prepared by TC and submitted to a CARAC Technical Committee meeting Footnote 19 in September 2011.
The Technical Committee accepted the NPA as presented, provided that it would be subject to a risk evaluation. TC stressed that the elements of the NPA could be altered following consultations, and based on the results of the risk evaluation, the cost/benefit analysis and other instruments that could be used to verify the proposed regulatory approach.
1.8 Company Information
1.8.1 General
Air Inuit Ltd. holds a valid operations certificate. At the time of the occurrence, the company operated a fleet of 28 aircraft: 1 Boeing 37, 1 Turbo Otter, 1 DHC-2 and 2 helicopters, 3 Beechcraft 100s, 3 HS-748s, 7 DHC-6s and 10 DHC-8s. Only the company's Boeing 737 and DHC-8s are equipped with a TCAS. Operation of its DHC-8s began in 1995, and at that time, these aircraft were already equipped with a TCAS. Depending on the type of aircraft used, the TCAS are operated in compliance with subparts 2, 3, 4 and 5 of Part VII of the Canadian Aviation Regulations (CARs). In this occurrence, the 2 aircraft were used in compliance with CAR subpart 5. Footnote 20
Flight AIE304 is a regularly scheduled flight normally made with a Boeing 737. For operational reasons on the day of the occurrence, this flight was made using a DHC-8. The captain of the AIE304 was nonetheless familiar with the route, having made the flight a number of times before. However, he did not know that he would be crossing paths with flight AIE880, which is an on-demand cargo flight.
1.8.2 Cruise Flight-Task Information
The SOP indicate the various tasks that flight crews must perform once the aircraft is in cruise. Most of these tasks are performed as soon as the aircraft reaches cruising altitude. These include:
- Cruise power shall be set and maintained according to the maximum cruise power tables.
- The 2 pilots shall verify the engine instrumentation, lights, pressurization, igniters and de-icing equipment to confirm the correct operation of these systems; external monitoring shall also be performed.
- Engine parameters shall be noted during the first flight of each day, if flight conditions and workload permit.
- Awareness of the situation shall be maintained at all times.
Prior to beginning descent:
- The PNF shall obtain the latest weather observations for the destination. The standby altimeter and pressurization shall be set, take-off and landing data displayed, and the planned approach chart prepared.
- The approach briefing may be given prior to beginning descent.
Discipline is to be maintained in the cockpit, as is indicated in the company flight operations manual. Among other things, it indicates that a pilot may leave the cockpit for physiological reasons or for any other overriding concern related to flight safety.
1.8.3 Training Information
The AIM Footnote 21stipulates that in order to satisfy regulatory requirements, Canadian operators must cover the following with respect to flight crew TCAS training, inspection and maintenance:
- Initial ground training
- Initial flight training (except for those programs which do not require flight training, as permitted by FAA Advisory Circular AC120-55A, as amended)
- Initial training
- Recurrent training
- Maintain qualifications current.
According to the AIM, TC requires the same standards as those indicated in the modified FAA Advisory Circular AC120-55A, as amended. This circular covers several elements related to the qualification of flight crews and the use of TCAS. The circular also stipulates that, in addition to academic training on TCAS, specific training regarding manoeuvres is required to ensure that the procedures and responses to TCAS advisories are appropriate.
According to an FAA document published in November 2000, Footnote 22 experience has shown that it is essential that flight crews who are called on to use aircraft equipped with TCAS complete theoretical and practical training. Pilots must understand how TCAS works. This includes alert thresholds, the expected response to a TA and an RA, appropriate use of the information displayed on the TCAS, phraseology, and system limitations.
The investigation determined that training related to TCAS equipment is not provided during the initial 59-hour ground training or the 16-hour recurrent ground training sessions. According to the company training program, when the pilot is hired, ground training on the operation and use of TCAS is provided during the company's orientation training. The aircraft captain aboard AIE304 had been employed by the company since 1990 at which time none of the company's aircraft was equipped with TCAS. During recurrent ground training in 2010, a CD containing a self-paced study program was provided to pilots. Among other things, this program contained a PowerPoint presentation covering the following points:
- Basic principles of TCAS operation
- Description of symbols appearing in the TCAS display
- Types of TCAS advisories
- PF and PNF tasks in the event of a TCAS advisory.
There is no record that this self-paced study program was completed by the captain of AIE304 or the co-pilot of AIE880, who were the 2 PFs during this occurrence. In the case of the other pilots, the self-paced study program appears to have been completed in February 2010.
According to the self-paced study program, the following tasks should be performed during a TCAS advisory:
|Type of TCAS advisory
|PF tasks
|PNF tasks
|Traffic advisory (TA)
|With the aid of information appearing on the TCAS display, begin a visual search for the intruder. If, and only if, the intruder is spotted, manoeuvre the aircraft in order to maintain separation.
|With the aid of information on the TCAS display, announce the relative bearing, using the o'clock reference position, distance and relative altitude of the intruder for the pilot flying. Assist the PF in visually searching for the intruder.
|Resolution advisory (RA)
|Use all means available, and leave the space in which you were manoeuvring. If necessary, quickly and smoothly adjust the vertical speed of your aircraft so as to maintain the vertical speed indicator (VSI) needle just outside the red zone of the VSI. This should not require more than one manoeuvre equivalent to ¼ g. A deviation in the authorization assigned, for example, to climb or descend if you are in level flight, or to stabilize if you are climbing or descending, is authorized in order to comply with an RA.
|Using the VSI information, confirm that the current PF action complies with the RA.
|Once the traffic has passed
|Quickly and smoothly return the aircraft to the previously assigned authorization.
|At the discretion of the aircraft captain, inform the ATC that a situation occurred that caused an RA.
The AFM also provides the appropriate TCAS system limitations and procedures, as well as a comprehensive description of all normal modes of operation, including expected flight crew procedures.
Responding to an RA requires prompt and appropriate reactions on the part of the pilots. This is why the FAA document indicates that it is important to include an RA in routine simulator exercises, such that pilots are able to experience the circumstances surrounding an RA in a realistic environment. Company flight crews do their DHC-8 training in a flight simulator capable of simulating TCAS advisories. However, nothing in the training files of the crews involved indicates that RA scenarios were practised in the simulator during their initial training or during their recurrent training.
1.8.4 Safety Management System
Air Inuit Ltd. has had a TC-approved safety management system (SMS) since January 2009. Some elements of an SMS program, including occurrence reporting, were in place prior to approval of the program by TC. The Air Inuit Ltd. SMS covers all elements indicated in the guidance material regarding the TC SMS, which are as follows: event or hazard reporting either formally or confidentially, risk management, internal investigation processes, corrective action plans, safety issue trend tracking, performance analysis, employee safety training, and safety communication processes.
From 2007 to 2010, inclusive, several occurrences Footnote 23 were reported by company personnel under the company's SMS. Of these occurrences, 9 were related to a risk of collision or loss of separation, including 3 Footnote 24 which necessitated avoidance manoeuvres following a TCAS advisory. During these 3 events, the pilots at the controls executed a right turn. Two of these events occurred in uncontrolled airspace. Although the occurrence in question occurred in controlled airspace, it happened in an environment without radar surveillance.
Among the points raised following internal company investigations, communications appear to have been one of the predominant factors, involving
- incomplete communications;
- inadequate monitoring of the appropriate frequency;
- the absence of a position report;
- inaccurate position reports;
- congestion on the frequency used.
Following internal investigations of the first 2 occurrences, the company issued 2 interim operation bulletins to its pilots. The first bulletinFootnote 25 contained the following recommendations:
- Always tune in the appropriate frequency.
- Make clear and precise position reports in both languages, if necessary […].
- Have the "transponder" ON at all times.
- Verify, with another company aircraft, the proper functioning of mode C via their TCAS, principally up north, and report any snag to the company's maintenance department.
- For those who are equipped, keep the TCAS at 12 nm to check the traffic.
The second bulletinFootnote 26 contained the above recommendations, as well as the following ones:
- In uncontrolled airspace when using the global positioning system (GPS) or flight management system (FMS), why not do "DIRECT" once you are airborne instead of while on the ground, to ensure less converging routes, and then fly a 1.5 mile off-set to the right of the route.
- Adopt a company spacing requirement (to be included, very soon, in the SOP), always maintain a minimum of 1000 foot vertical spacing and 20 nm horizontal spacing during climbs and descents.
- Wait for 25 nm or more from the airport of departure before making company calls.
- Free up the frequency of 126.7; for weather or flight plans, use the appropriate frequency on the RCO or DRCO.
1.8.5 Risk Evaluation
The International Civil Aviation Organization(ICAO) defines risk as "the assessment, expressed in terms of predicted probability and severity, of the consequences of a hazard, taking as reference the worst foreseeable situation." Footnote 27 Since an in-flight collision involves serious damage, and generally loss of life, the severity of the occurrence is catastrophic, according to the ICAO definition (Appendix C).
Over the past decade, Footnote 28 2168 occurrences related to a TCAS warning Footnote 29 were reported in Canada. Of this number, the Civil Aviation Daily Occurrence Reporting System (CADORS) reported 1864 losses of separation. However, not all losses of separation involve a risk of collision because, in some cases, the aircraft are not on converging trajectories. According to the TSB database, Footnote 30 67 near-collisions occurred in the country during this same period. As a result, based on the ICAO definition, it can be concluded that the probability of a collision is either occasional Footnote 31 or remote. Footnote 32
Considering the remote possibility and catastrophic severity, the ICAO safety risk assessment matrix shows that the risk of collision is unacceptable (Appendix D). As a result, according to the ICAO matrix, strategies to overcome or mitigate risks should be implemented to reduce the risk to as low a level as reasonably possible.
In the context of its SMS, Air Inuit Ltd. uses a risk assessment form. It determines the probability and severity of a hazard in order to determine the level of risk. Following its analysis of the risk of the occurrence of 20 October 2009, the index of probability indicated that the risk level associated with a risk of collision was undesirable and that risk mitigation was necessary. The risk analysis dated 12 November 2009 indicates that the following security measures were taken:
- Issue of an interim operational bulletin to all of its pilots
- Traffic conflict simulation during training flights
- Increased flight crew awareness of hazards associated with traffic conflict
- Special attention devoted to TCAS during theoretical training.
The following TSB laboratory report was completed:
- LP016/2011 – FDR Analysis and Animation Analysis
This report is available from the Transportation Safety Board of Canada upon request.
2.0 Analysis
Nothing indicates that fatigue, weather conditions or the airworthiness of the aircraft played a role in this occurrence. This analysis will revolve around 3 points: the use of the autopilot; the factors that led the flight crew not to notice, during a 14-minute period, that the aircraft was losing altitude; and the reaction of the flight crews following the TCAS advisory.
For 14 minutes, until the traffic advisory (TA) was heard, the pilot flying AIE304 did not note that the aircraft was losing altitude. The aircraft had been cruising for 32 minutes when the descent began. It is therefore likely that the majority of tasks associated with cruise flight had been completed. The PF nonetheless should have maintained awareness of the situation at all times, even if the autopilot was engaged.
When the co-pilot left the cockpit due to physiological needs, the captain was alone at the controls. As a result, monitoring of the flight instruments should have been increased, since any anomalies or loss of altitude not observed by the captain could not be detected and reported by the co-pilot. Since there was no turbulence, the pilot expected that autopilot would likely maintain the altitude correctly in VS mode. Also, the pilot did not pay attention to the instruments, more specifically to the altimeter and vertical speed indicator.
Several factors may have contributed to a certain relaxation on the part of the PF of AIE304, leading him to admire the coastal landscape of Hudson Bay:
- The prevailing visual flight conditions and visibility, which afforded a good general view of the eastern coast of Hudson Bay
- The routine of flying in this region for over 20 years
- The low level of traffic and radio communication in the sector at the time
- The low workload in the cockpit
- The fact that crossing another aircraft in the opposite direction was unexpected.
As a result, the frequency of visual scanning of the flight instruments was reduced to the point that he did not notice that the aircraft was descending. Since the rate of descent was very slow, the speed and attitude of the aircraft were very similar to those of cruise flight. It was therefore impossible to note the descent without reference to the flight instruments.
Although the use of VS mode was the precursor to this occurrence, nothing prohibited the AIE304 flight crew from using it to maintain altitude. Due to aircraft pitch oscillations when altitude-hold mode was selected, which could be uncomfortable for passengers and crew, VS mode proved to be an acceptable "work-around" for maintaining altitude. This had already been done on previous flights without causing problems. Since VS mode, when activated, maintains the current vertical speed of the aircraft, it is possible that it was descending imperceptibly on the VSI at the time VS mode was activated. Although "0" (zero) may have been selected, it is possible that an imperceptible initial descent coupled with the level of precision of the autopilot in this mode may have contributed to the slow rate of descent.
2.1 Altitude Alerting System
Although the aircraft was equipped with an altitude warning light, this light attracts less attention than it might because it does not flash. In addition, under daylight conditions, the contrast between the light when extinguished and lit is reduced. Although it is possible that the sunny day may have reduced the light's visibility, special attention to the altimeter should have made it possible to detect the loss of altitude and the illumination of the indicator light. The captain did not see that once he had deviated more than 250 feet from the altitude displayed, the altitude warning light was lit for approximately 9 minutes. The installation of an audible alarm, such as that found on the other DHC-8 belonging to the company, would have provided an additional defence against unexpected loss of altitude.
When a warning system is present on certain aircraft but not on others in the same fleet, it can create a hazard for flight crews who are regularly obliged to switch between different aircraft models, particularly when the aircraft are very similar in other respects. As a result, flight crews are forced to rely on their memory of the different configurations of each aircraft, and they have to anticipate the absence of a warning or alert. It is possible that the captain expected to hear an audible warning if the aircraft deviated in altitude for any reason.
2.2 Reaction to the Resolution Advisory
At an SL of 7, flight crews have 13 seconds between the TA and RA to visually locate the intruding aircraft. At this time, a distance of 7.4 nm separated the aircraft, which were to the right of each other on a converging trajectory. The sky was clear, and no visual restriction prevented the 2 aircraft crews from seeing each other. Following the TA, the PNF of AIE880 was able to see the vapour trail of the intruder approaching from its right.
The TCAS display superimposes several symbols as representations, the interpretation of which can be ambiguous if training is absent, poorly adapted or incomplete. Following the RA, the PF of AIE880 had the reflex to turn left following a misinterpretation of the RA display. It is possible that the appearance of the target in the upper right-hand corner of the display may have caused the PF to turn left. In the case of the PF of AIE304, the right turn remains unexplained considering that the intruder was to his right. It is unlikely that the PF of AIE304 had, using the TCAS display, visually identified the other aircraft considering that he initiated a right turn when the aircraft was on his right on a converging trajectory.
TCAS advisories are quite rare, especially in environments where air traffic is less dense. The actions flight crews must take following a TCAS advisory are always performed at a time when stress is heightened and time is short. Under the effect of stress, the possibility of misinterpreting ambiguous information is increased. For pilots with many years of flying experience or training on aircraft not equipped with TCAS, which was the case for the PF of the AIE304, their automatic reaction when faced with traffic coming from the opposite direction may be to turn right. It is possible that the PF of AIE304 perceived the intruder on the TCAS display as being in front on an opposing trajectory without observing that it was slightly to the right of its trajectory. In a stressful situation, and when the workload is high, behaviour may return to what was learned in the past or to what is done habitually. This type of behaviour would have been learned at the skill-based level, Footnote 33 such as a well-learned automatic behaviour. Considering that aviation regulations require pilots to turn right when there is a risk of frontal collision, it is possible that the right turn performed by the PF of AIE304 may have been the result of a well-learned and well-entrenched reaction.
Taking into account the time at which the crew of AIE880 initiated the descent, probably following the RA, and the 5-second delay allowed for the pilot to perform the RA manoeuvre, it may be concluded that the PF reacted promptly to the RA, despite the fact that he initiated a left turn, which he halted at the request of the PNF.
The right turn made by AIE304 was inappropriate considering the relative position of the other aircraft. This type of manoeuvre in an environment with heavier traffic could have adverse consequences. Although a turn might increase the distance between the 2 aircraft, it might also reduce the separation with other neighbouring aircraft and lead to a collision. Furthermore, the loss of lift caused by the turn with a 38° bank was corrected late. The aircraft lost altitude, and this loss delayed the climb as announced by the RA. Roughly 9 seconds elapsed between the time of the RA and the halting of descent, which is 4 seconds longer than the delay allowed to perform the RA manoeuvre. The element of surprise, the required shift in attention, which was diverted outside, and the inexperience of the captain with TCAS equipment were all factors that may have reduced his ability to react quickly to the TCAS advisory.
During the 2 previous occurrences, which were subjected to a risk analysis by the company, the pilots had also performed an avoidance manoeuvre, namely a right turn following a TCAS advisory. It is known that pilots sometimes do not react correctly to TCAS advisories, but this is generally limited to the vertical plane, with pilots not correctly following the rate of climb or descent announced by the TCAS.
2.3 Telecommunications
Neither crew reported their deviation in altitude. The self-paced study program indicates that this task is at the "discretion" of the aircraft captain while the company flight operations manual and the AIM stipulate that aircraft captains must report all occurrences related to an RA to air traffic services (ATS). It could not be determined whether this difference might have played a role in the 2 flight crews not reporting the deviation in altitude to the ATS in a timely manner.
Following earlier occurrences, the aviation company identified communications as a common factor in collision risks that arose, and issued recommendations in this respect, including one recommending that the appropriate frequency always be monitored. In the case of this occurrence, the aircraft was flying in airspace for which no en route frequency was designated. The absence of such a frequency may have led the flight crew of AIE304 to place little importance on radio communications once authorized to leave the frequency of the Montréal Area Control Centre. However, it was possible to maintain 2-way communications with ATS through the Québec FIC on the DRCO frequency.
Although the controller can obtain projections of aircraft positions using CAATS, it is not possible for him to know if an aircraft has left the altitude it was authorized to maintain. Without direct radio contact, controllers have to submit their instructions to a flight service specialist who in turn relays them to the pilots. Therefore, delays in the transmission of important instructions to pilots flying over this region can arise.
2.4 Safety Management and Risk Assessment System
Safety culture is an important and considered factor within the company. Even before approval of its SMS in 2009, some elements of an SMS, such as occurrence reporting, were already in place, and occurrence reporting was on the rise. However, nothing indicates that the autopilot oscillation problems were reported in an official way, such as by means of an anomaly entry in the logbook. The oscillation problem of this model of autopilot is a typical and known problem. Since another option is possible, such as the use of VS mode, it is probable that the flight crews considered this to be a minor issue. As a result, informal reporting of the anomaly seemed to them to be adequate.
The company SMS made it possible to identify the risk of collision as an undesirable risk, and to establish that risk mitigation was necessary. Use of the risk assessment form employed by the company made it possible to come to the same assessment as use of the ICAO Safety Risk Assessment Matrix. However, the measures taken by the company did not prevent this particular occurrence. None of the risk analyses performed by the company took into consideration inappropriate actions taken by flight crews following an RA. All performed a right turn following an RA, although TCAS advisories provide instructions only in the vertical plane. The impact these manoeuvres could have under other circumstances was not taken into consideration. Also, nothing indicated that the company had questioned or attempted to understand why the crews had all turned right.
2.5 Training
Since 2010, an academic self-paced study program on the operation and use of TCAS has been available to flight crews. However, the training files of the flight crews concerned show that this training had been completed only by the 2 PNFs. Although the PNF of AIE304 had completed the self-paced study program, the PNF was not seated at the time of the occurrence, and therefore not able to provide the PF with assistance by performing the assigned tasks, specifically:
- Following the TA, with the aid of information on the TCAS display, announce the relative bearing using the o'clock reference position, as well as distance and relative altitude of the intruder.
- Assist the PF in visually searching for the intruder.
- Following the RA, using the VSI information, confirm that the PF's current action is in accordance with the RA.
Although the risk analysis performed by the company on 12 November 2009 indicated that safety measures were taken regarding training, including traffic-conflict simulation during training flights, several elements indicate that simulator training on manoeuvres is either nonexistent or incomplete:
- Training files did not indicate that RA scenarios were practised during initial training in the simulator or during recurrent training.
- The 2 PFs in this occurrence initiated a turn following the TCAS advisory.
- The reaction time of the captain of AIE304 following the RA was almost double that specified in the standards in the AFM.
- Neither flight crew involved in the occurrence in question reported their deviation in altitude to ATS.
- Other company pilots had also initiated turns following a TCAS advisory.
Such simulator training prepares flight crews better for this type of eventuality.
2.6 Flight Recorders
Since the aircraft was not equipped with a CVR with a 2-hour recording capacity, the investigators were deprived of information that might have made it possible for them to identify potential safety deficiencies in terms of flight crew coordination either before or after the TCAS advisory, as well as the appropriateness of the operation of TCAS.
Nearly 12 years after its first response following recommendation A99-02, a NPA (2011-010) was prepared by TC and submitted at a CARAC Technical Committee meeting in September 2011.
The Technical Committee accepted the NPA as presented, subject to a risk evaluation. All elements of the NPA could be altered following consultations based on the results of the risk evaluation, the cost/benefit analysis and other instruments that could be used to verify the proposed regulatory approach. This means that some time—possibly years—will pass before any change is made,. As a result, the safety deficiency identified by the recommendation and recognized by TC persists.
3.0 Findings
3.1 Findings as to Causes and Contributing Factors
- The AIE304 flight crew used the VS mode to maintain altitude as a work-around to the aircraft pitch oscillation when altitude-hold mode was engaged.
- The use of VS mode is neither intended for nor evaluated for this function, but nothing prohibited the flight crew from using it to maintain altitude.
- In VS mode, AIE304 began a gradual descent that was imperceptible without reference to flight instruments.
- The captain of AIE304 did not monitor the flight instruments with a degree of attention that would have enabled him to be aware of the situation, contributing to the loss of altitude that led to the risk of collision.
- The element of surprise, the required shift of attention, and the rarity of traffic alert and collision avoidance system (TCAS) warnings are all factors that may have reduced the AIE304 captain's ability to react quickly to the resolution advisory (RA).
- The absence of simulator training on TCAS manoeuvres contributed to the crews' initial incorrect reaction to the RAs.
- The PNF of AIE304 was not seated in the cockpit, and therefore unable to assist in responding to the TCAS warnings.
3.2 Findings as to Risks
- The altitude warning light located on each barometric altimeter is less likely to draw attention than it might because it does not flash, and, in daylight, the contrast between extinguished and lit is reduced. These characteristics could reduce the time in which pilots are able to identify and initiate corrective measures.
- The absence of an audible alarm, indicating that the aircraft had deviated from its altitude, available on some other DHC-8s operated by the company, reduced the likelihood of discovering the loss of altitude in a timely manner.
- Different alarm systems within the same aircraft fleet can create a hazard for flight crews who are regularly obliged to switch between aircraft models. As a result, expectation of a warning that never comes can delay the measures necessary to avoid dangerous situations.
- The TCAS display superimposes several symbols, the interpretation of which can be ambiguous when training is absent, poorly adapted or incomplete. As a result, the reaction to a TCAS advisory could be delayed or inappropriate.
- The 2 PFs initiated turns following the TCAS advisory. This type of manoeuvre in an environment with heavier traffic could have reduced the separation with other neighbouring aircraft, resulting in a collision.
- When cockpit or data recordings are not available to an investigation, this may preclude the identification and communication of safety deficiencies to advance transportation safety.
3.3 Other Findings
- Risk analyses done by the company in the context of its SMS did not take into consideration previous non-compliant actions by flight crews following an RA. In this case, both PFs initiated a right turn following the RA, whereas TCAS advisories only provide directives in the vertical plane.
- Neither crew reported their deviation in altitude to the ATS in a timely manner.
- The absence of a direct radio-communication link can result in delays in the transmission of important instructions.
4.0 Safety Action
4.1 Safety Action Taken
4.1.1 Safety Action Taken by Air Inuit Ltd.
On 04 March 2011, the company issued a "safety alert" prohibiting pilots from using VS mode except when descending.
This report concludes the Transportation Safety Board's investigation into this occurrence. Consequently, the Board authorized the release of this report on . It was officially released on .
5.0 Appendices
Appendix A — Summary of the Sequence of Events
|Vertical/horizontal separation
|14 21:35
|Descent begins at a rate of roughly 50 ft./min
|1000 ft./131 nm
(TA Footnote 34 = CPA Footnote 35 - 48 sec)
|Audible announcement "TRAFFIC, TRAFFIC"
|Audible announcement "TRAFFIC, TRAFFIC"
|300 ft./7.4 nm
|Disconnection of autopilot
|277 ft./6.6 nm
|Shallow turn to right with loss of altitude
|Autopilot disconnected
|284 ft./5.7 nm
(RA Footnote 36 = CPA - 35 sec)
|Audible announcement to descend
|Audible announcement to climb;
PF begins right turn, banking up to 38°
|300 ft./5.5 nm
|PF initiates a left turn and begins to descend
|360 ft./4.8 nm
|Pulls on flight stick to halt descent due to turn with a 38° bank
|518 ft./3.7 nm
|At 21 300 ft.
|At 22 800 ft.
|1500 ft./0.8 nm
|Autopilot activated
|800 ft./6.2 nm
|Level off at FL220
|775 ft./6.5 nm
|Autopilot activated
|675 ft./8.0 nm
|Level off at FL230
|1000 ft./12 nm
Appendix B — Approximate Tracks of Aircraft
Appendix C — Example of RA Display
Appendix D — Safety Risks (ICAO Doc 9859 AN/474)
|Probability of occurrence
|Likely to occur many times (has occurred frequently)
|Likely to occur sometimes (has occurred infrequently)
|Unlikely to occur, but possible (has occurred rarely)
|Very unlikely to occur (not known to have occurred)
|Extremely improbable
|Almost inconceivable that the event will occur
|Severity of occurrence
|Risk probability
|Risk severity
|Catastrophic A
|Hazardous B
|Major C
|Minor D
|Negligible E
|Frequent 5
|Occasional 4
|Remote 3
|Improbable 2
|Extremely improbable 1
- Date modified:


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Posh Pop And A Decade of Keane's 'Hopes and Fears'
On May 10th this year, it will be exactly ten years since Keane's Hopes and Fears charted in 19 countries worldwide. An emotionally charged, soft melodic rock record that would start the careers of four Sussex lads who to date have released four studio albums and charted worldwide with gentle anthems like "Crystal Ball", "Somewhere Only We Know" and "Everybody's Changing". The decision they took to record an album entirely without the use of guitar made heads turn too. Here was a band who had slow, vocal centered melodic music like that of Travis or Snow Patrol but had taken out the genre's defining signature and still remained nominally a rock band. Some people had problems.
Their clean-cut accents and well-bred English air would get them into more trouble though. The arrival on to the scene of four boarding school boys threatened to ignite a wider debate about class that might engulf anyone with a detached house and a double barrel surname. Rock bad boys, The Libertines, were pulled into a debate about their middle class credentials (much to the discredit of their rock n' roll ones) when Keane's Tim Rice-Oxley accused them of lying about their so-called "rough background" to score points.
"I think we show more guts and honesty by being ourselves. One in ten bands you meet are probably middle class kids who got into music for the same reasons we did. Some people lie and say they grew up on a rough estate when they didn't.
"And the white, middle-class media buys it. A band like The Libertines are no rougher in terms of background than we are.
"Me and Tom went out in Japan with Carl and Gary from The Libertines. People who read the music press wouldn't believe that could be true. But it is. They're very nice people who weren't smoking crack."
While The Libertines might of come off as a bit disingenuous, the consensus seemed to be that one posh rocker had called out another not-so-posh rocker and Rice-Oxley and crew were generally seen to come out of it worse off. Understandable given the context. Keane's musical style of soft melodic rock – seen to be in the same vein as another 'posh' band Coldplay – fueled the thought that The Libs must be the more 'street' of the two. They, after all, were smack addicts. Evidence of moral poverty if not actual penniless destitution.
The apparent crowding out of the music industry by well bred soft-rockers is chronicled in Owen Jones' book Chavs: The Demonisation of the Working Class where he describes a dwindling presence in one of their traditional strongholds: popular music. "It is difficult to name any prominent working-class bands since the heyday of Oasis in the mid 1990s" he writes, "it is middle-class bands like Coldplay or Keane that now rule the roost in music". That fact that Rice-Oxley and Coldplay frontman Chris Martin had both been fellow students together at the prestigious University College London didn't help matters.
When The Telegraph met the band during their 2004 American tour in an article titled 'The unlikely lads' they described the band as "not obvious rock-god material" but a "polite, unassuming trio from middle-England", "the sons of doctors and teachers" who "all boarded at Tonbridge School" a successful fee-paying school in the leafy county of Kent. While The Telegraph's middle-England loyalties painted the guitar-shunning rockers in a sympathetic light, indie-temple Pitchfork unsurprisingly choked on it's dinner. "For all their elitist pomposity" they wrote, "Keane are just bandwagon-jumpers, without an original thought– or even a trace of charisma– to save their rep. My hope is that they'll fade unceremoniously into obscurity; my fear is that they'll breed still more Coldplay knockoffs, eventually saturating Stateside department store P.A.s with all their bloodless sobbing." What might've been an easy listening mainstream album of radio hits was – to nobody's shock – a sombre, safe bet to these ears.
Even the BBC, whose uncontroversial reviews are usually the literary version of a head kept well beneath the parapet, compared their ascent as having "about as much horny-handed dues-paying as an ex-Etonian sauntering onto the front bench of the Conservative Party". For non-Britons, being compared to an "ex-Etonian" (Eton being one of the world's most elite and prestigious schools) and a front-bench member of the Conservative Party (a political party historically associated with the upper class) is pretty much the equivalent of being called a preppy asshole: money, connections and privilege personified. And news outlets like Drowned in Sound and The Guardian have all commented on their class since, albeit in various ways.
Nobody likes money in rock music, at least not beforehand, and Keane's emergence proved it beyond doubt. They weren't the first, and they won't be the last to be poked around for being posh. Mumford and Sons have been the most recent music A-lister to face accusations of blue blood, and their particular brand of hay bale folk that plays with rock music's boundaries rings bells.
Rule: You can play around with rock music, just be piss poor when you do.

subset: commoncrawl


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more wine. Til get high! she said but extended her glass. She sipped and checked the time. The bedside clock said 8:30 p.m. 'How long can you stay? 1 1 said 'Until nine! she said. "Half an hour more! 'Ten?' 1 said. She shook her head, Mom wiU ask a hundred questions. Unless ... I tell her I have to do a double shift! she said. Tell her that! I said immediately. 'I have to stay for eight more hours then. Till 2 a.m! "Perfect! I said. 'Are you crazy? 4 she said, *I caht be in your room till twof 'Why not?' I said. 'When do we ever get to catch up like this?' Tf my boyfriend finds out she said and went quiet. She leaned back against the headboard. 'Finds out what? 5 1 said, We had finished half the bottle, f poured myself some more wine. 'That I am in another
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text:
I have a client that was growing her hair out for her wedding. She wanted long, luscious hair that could be styled into an up-do. After a year of growing, her hair did not get to the length she needed. I suggested we get her clip in extensions so that she could have the hair she always dreamed of for her big day. Clip in's are a wonderful way to transform your look without having to commit to a big change. Say you want to add a fun color to your hair like blue, pink or purple. Don't put your hair thru the hair color change, just buy clip in's. Or for a fun night out get a clip in bang and completely change your look. For the guys out there that want to add a little lift or dimension to their hair get a small clip in and take your style to the next level.
When buying clip in's there are three things that you need to remember:
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2. Buy real human hair or remy hair. While these are pricier then using synthetic the advantage of using human hair is that you can dye it, curl it, flat iron it and the hair will not have the waxy look that synthetic hair does.
3. Make sure your hair is long enough to cover the clip ins and that your hair in a way that the extensions look like they are part of your hair. Nothing is uglier then when you see a girls track.
This entry is going to be part of a series called "If You Can't Achieve It Weave It". There are so many ways now that women and men can enhance their hair with extensions, clip ins, fusions and weaves. Check out next week when I talk about fusions….thanks!


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We travel to Spain to test the evocatively styled LC500 on road and track. Does the eye-catching V8-engined newcomer offer enough performance and driver involvement to be considered a fully-fledged sportscar? Let's find out...
Lexus is not renowned for producing headlining sportscars, but the eye-catching LC500 looks to change all of that. Just how good is it? We drove the eye-catching V8-engined newcomer, which will be launched in South Africa in mid-2017, on the roads around Seville and on the Monteblanco race circuit.
*Shot on location in Spain using stock footage supplied by the manufacturer.
Read our first drive review of the LC500
Subscribe to our Youtube channel here
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text:
by Tom Gaylord
Writing as B.B. Pelletier
The B3 underlever from China.
Part 1
Part 2
Part 3
Part 4
Part 5
Part 6
This report covers:
- Refresher
- The test
- Sig Match Ballistic Alloy
- Sight adjustment
- On a roll?
- Air Arms Falcon
- POI change
- Best for last
- JSB Exact RS
- Summary
Today was day of learning, or perhaps I should say remembering, because today's test of the Chinese B3 underlever took me back to my early days with spring-piston air rifles. I will explain as the report unfolds.
I found this tired old air rifle in a pawn shop many months ago. In this series I have replaced the breech seal with a faucet washer, opened up the powerplant, lubricated the moving parts with Tune in a Tube and shot the rifle for accuracy. That was when I discovered how accurate this old Chinese underlever is. So I vowed to shoot it for accuracy once more, now that the powerplant has been tamed.


text:
On the first floor of a disused factory on an industrial road in Hockley is not the first place you would expect to find a cricket academy.
In fact, it's one of the last places, one of the last corners of sprawling Birmingham where you might expect to hear the resonant clack of bat on ball.
But number 226 Barr Street, just off New John Street West, Hockley, is full of surprises. Welcome to Central Birmingham Cricket Academy.
From the outside, the building is like any other Victorian red-brick creation.
Once a factory, now split into various units doing their daily business to the backdrop of a steady grind of traffic from the adjacent dual-carriageway.
But there among SJ Harrison Tools, GE Winfield Toolmakers and that sadly ubiquitous sign of the times 'Unit to Let', is the rather unexpected sign – of a cricket academy.
If you pass under the archway, turn right and climb the stairs, just as so many factory workers did over the years to clock on for another shift, there you will find, instead of workbenches, cricket nets.
And, instead of manufacturing machines, bowling machines.
And week-in, week-out through the year, even when snow is on the ground, you'll find youngsters batting and bowling.
Central Birmingham Cricket Academy is, as Ed McCabe of Warwickshire Cricket Board puts it, "a hidden gem of Birmingham cricket."
The academy is run by Altaf Hussain and his sons Wajid Hussain, Mohammed Isaaq and Waqar Ahmed. What started off as simply a place for Altaf's boys to practice the sport they loved has evolved into a cricket nursery which is opening up the game to youngsters galore from central Birmingham.
And giving them a chance to get lifelong pleasure and, who knows, maybe even make a career out of it.
The academy has just sent another youngster into the Warwickshire set-up at Edgbaston.
Left-arm seamer Nadia Nadeem, who also plays for Walmley, will next season challenge for a place in the senior Bears ladies' team.
For years, Warwickshire have strived to build bridges with the cricket community in the city centre.
They want to erode the perception that county cricket is still essentially for the white middle-class – that they are remote from, even uninterested in, players from the heart of Birmingham.
That notion is one which McCabe and his team at Warwickshire Cricket Board (the Bears' principal link with recreational, club and youth cricket) have worked long and hard to break down.
They have made some progress and a big connection now exists at Barr Street – thanks to the imagination, commitment and energy of Altaf and his boys.
"We had been going for a while when Ed came down to see us," Altaf said.
"I thought he would just laugh but he said 'this is great, why don't you get affiliated to us?' So we did.
"Ed has been very helpful and we are also very grateful to Birmingham City Council who give us a generous rate relief on the academy.
''Without that we would really struggle because charging only £3 or so for a session we are never going to make money. Financially, we just tick over really, but that's fine. It's all about the youngsters that come along and giving them the chance to play cricket."
Plenty take that chance. On Friday nights and Saturdays, sessions for eight-to-11-year-olds, 12-to-15 and 16-plus are teeming with boys and girls getting advice from qualified coaches.
Among those coaches is 20-year-old Waqar, who plays for Smethwick in the Birmingham League. He loves sharing his passion for cricket – and seeing the youngsters respond.
"Everyone is welcome," Waqar said. "There is no pressure. We just want the youngsters to enjoy themselves.
''If they have a go then lose interest for a while and come back later, that's fine.
"It's all about providing that opportunity. Originally, we set it up just for us as a family to practise but after a while we thought 'we could get something going here – so let's get organised'.
"So we did. We put a structure in place, appointed a treasurer and did the necessary Child Protection. And word got around.
"We don't advertise. It has just been by word-of-mouth that people have found out about us and it is great to see so many youngsters coming along.
''That's the really inspiring thing, when you can see the children really getting into it and improving.
"We are a big family here. Youngsters come along and get involved but the message is simple: 'Do your best and be the best you can but take it easy'. There's no pressure."
A growing number of players, starting with Patrick Knott three years ago, have been honed by the academy into cricketers good enough to graduate into district and county teams, but it is not only emerging youngsters who seize the opportunity to get in the nets at Barr Street.
Indoor facilities are invaluable during the winter (and summers as wet as this year's was) so senior players also visit frequently.
Former Warwickshire all-rounder Mohammed Sheikh regularly practices there while the facilities have been used by Pakistan star Mohammed Yousuf, current Bears batsman Ateeq Javid and Indian all-rounder Vishal Bhatia, who has played 50 first-class matches and figured in the Indian Premier League.
Whether any graduates of the Central Birmingham Cricket Academy ever make it through to the IPL, or perhaps the England team, remains to be seen.
What is certain is that many young people are being drawn to the sport.
Children are being brought into cricket – and the value of that, in an era when the English and Wales Cricket Board has removed all live international cricket from terrestrial TV, cannot be over-rated.
All because Altaf Hussain and his sons had a good idea.
Of course, anybody can have an idea. Even a good one. It's putting it into action and making it work that is the hard part.
McCabe is full of admiration. "It's amazing that Altaf and his colleagues have been able to create this indoor cricket school in the middle of the city," he said.
"It is a hidden gem of Birmingham cricket and it's great that Altaf has liaised with Warwickshire Cricket Board to affiliate, train new coaches and develop players."
Central Birmingham Cricket Academy can be contacted on 07791 548255.


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Photo: Lisa Cohen
How to Make It
Heat oven to 350° F.
Heat 2 tablespoons of the oil in a large ovenproof skillet over medium-high heat. Add the plums, thyme leaves, 1/2 teaspoon of the salt, and 1/4 teaspoon of the pepper. Cook, stirring occasionally, until the plums soften and release their juices, about 3 minutes. Transfer to a bowl.
Return skillet to medium heat and add the remaining oil. Season the pork chops with the remaining salt and pepper. Cook until browned on 1 side, about 5 minutes. Turn, top each chop with 1 thyme sprig, and cook for 5 minutes more. Spoon the plums around the chops and transfer skillet to oven. Roast until the pork is cooked through, about 5 minutes. Divide the chops and plums among individual plates.


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SPOILERS: I'd recommend watching the other Gravity Falls episodes if you haven't already, they are AWESOME.
With that said, this one was quite insane so I'd recommend changing your undies just in case….. I'm not sure if I should make more of these Reaction videos but if anyone is interested then leave any comments below.
All media in this video is used for purpose of review & commentary under terms of fair use. All footage, music & images used belong to their respective companies.


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March 27, 2013
Members of the West Springfield Dance Team perform "Old People" at the National Dance Alliance Nationals competition in Orlando, Fla. The team won fourth consecutive NDA National Championship.
Stories this photo appears in:
Happy Feet
West Springfield Dance Team wins fourth consecutive NDA National Championship.
Despite being three-time national champions, the West Springfield Dance Team coaches weren't taking anything for granted going into the 2013 NDA Nationals competition. "We didn't think we'd win Nationals," said coach-choreographer Tara Perez. "We're very critical of our routines and every year is a completely new place."
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Sixth consecutive year as Queensland's No.1 Home Builder
The Housing Industry Association (HIA) has this month named Plantation Homes as Queensland's Professional Major Builder, for the sixth consecutive year.
The award recognises the industry's top talent of builders and construction companies in the areas of design, innovation, customer service and business management.
Setting the industry standard
The HIA Professional Builder criteria extensively reviews all aspects of the business, from the philosophy, principle and leadership to the business planning, marketing and growth, as well as customer service and satisfaction, management of the business, financial management and ethical conduct.
"This accolade looks beyond a singular design, customer service and innovation, and instead evaluates excellence right across the business from Leadership to Corporate Social Responsibility – it is all-encompassing." says Plantation Homes CEO, John Harvey.
Professionally Plantation Homes
"The HIA Professional Major Builder award highlights our overarching approach in delivering world-class customer experiences at every stage of the home building journey. We believe we provide customers with a unique offering from our award-winning homes through our design leadership, to research and development coupled with our hands-on approach that truly sets us apart from other builders in Queensland."
Continual innovation attracts referrals and repeat customers
Unveiling a refreshed brand this year, as well as delivering a new website, marketing collateral, an online visualiser, the first Plantation World of Homes display centre and a new management structure, Plantation Homes continues to demonstrate continual innovation and industry-leadership.
"With constant innovation across over 50 designs over our three ranges within our home designs, we provide endless new home solutions for Queenslanders, at every stage of life and continue to see an increasing presence of loyalty through our high occurrence of repeat buyers and word-of mouth-referrals that increases year on year," Harvey said.
The Retreat recognised
The luxurious Retreat 33 on display at Yarrabilba was awarded best Display Home $200,001 - $300,000 by the HIA at the Housing and Construction awards. Heralding innovative spaces for you to escape to, or for free-flowing entertaining, this home delivers on your desired lifestyle. This award credits the brilliant design and lavish finishes that make this home the jewel of the Plantation Collection.
The team approach
"At Plantation Homes, we provide our customers with well designed, value for money, quality homes, built in a timely manner. We are focused on sustained growth and innovation throughout our business, and strive to be the employer of choice in the Queensland building industry through valuing and developing outstanding people, and giving back to the local and international community through our philanthropic efforts."
Continually contributing to the community
Plantation Homes has raised more than $4.84 million for Queensland hospitals through the donation of built homes to charitable causes, with a decade long relationship with the Mater Foundation that culminated in a record-breaking result earlier this year. The houses are donated for a no reserve auction, with 100% of the proceeds of the home going directly to the charity as part of the House for Life initiative.
Experience the award-winning difference
Step into the award winning style, design and service difference at Plantation Homes by visiting a display centre near you, or immerse yourself in the brand new Plantation World of Homes experience centre at The Surrounds, Helensvale.


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Preventative Medicine and Men's Health
Dr. Vincent Nguyen came to Australia in 1990 and graduated in medicine from the University of Sydney in 1997.
After working in the Australian hospital system for a number of years, he moved to general medicine. Dr. Vincent Nguyen practiced in rural areas for several years and obtained Fellowship of Royal Australian College of General Practitioners (FRACGP) in 2006.
He works as a full-time GP and his special interests are general and preventative medicine as well as men's health.
Dr. Nguyen always makes the team smile – he has a wonderful mix of professionalism and experience with a good dash of personality.
Main causes to be aware of
Some of the main types of disease that affect men's health include:
- Cardiovascular Health: Cardiovascular Disease (CVD) is a general term that includes many different conditions that affect the heart and blood vessels. It's a major cause of death in Australia, with one in six Australians (4.2 million) affected by the disease. And for Australian men, it accounted for 27% of all deaths in 2016.
- Mental Health: Overall, women are about twice as likely as men to be diagnosed with a mental health issue. But that statistic tells only a small part of the story. In reality, men make up an average of six out of every eight suicides every single day in Australia, with the number of men who die by suicide in Australia every year nearly double the national road toll.
- Prostate Health: The prostate is a gland in the male reproductive system located below the bladder and in front of the rectum. Over 30 million men suffer from prostate conditions that impact their quality of life. Closer to home, prostate cancer is the most commonly diagnosed cancer in Australian men with an estimated 3,452 deaths in 2017.
- Diabetes: Diabetes is a very serious condition that affects your body's ability to turn what you eat into the energy it needs to function. It's currently one of the biggest challenges facing the Australian health system, with 280 Australians developing diabetes everyday – that's one person every five minutes.
- Cancers: Cancer can strike anyone, at any age, of any gender. In fact, over 700,000 men are diagnosed with cancer each year and nearly 300,000 die of it. So far this year, the estimated number of new cancer cases in men was 74,644 and over the course of a lifetime it's estimated half of all men will get cancer at least once.Facts from St John's Australia.
Meet the rest of our team
Want to book an appointment?
You can make an appointment at Sydney Doctors 70 Pitt Street by calling us in Sydney on (02) 9233 3399 or book online.


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Estimated reading time: 4 minutes
Imagine this: you're a grassroots volunteer leader and bump into an old friend at the supermarket. You're really excited about your group's upcoming event and have been taking every opportunity to spread the word. Hopefully, this will encourage your friend to attend or volunteer!
After a couple minutes of talking about the event to your friend, she asks, "Cool, is this event put on by the city?" When you reply, "No, it's an initiative of my grassroots group." Your friend asks, "So, what exactly does your group do?"
Do you:
a) Freeze and give a blank stare?
b) Take ten minutes to share the group's history, explain plans for the next year, and pitch a volunteer role?
c) Answer in 30 seconds with your group's clear and concise mission and vision statements?
If you answered "c" you are ahead of the game! Having mission and vision statements that are easy to remember and repeat allows easy articulation of your group's values and goals. This will define your organization, narrow your team's focus, and better orient projects and tasks.
Don't have mission and vision statements yet? Check out this questionnaire for help!
What's the Difference Between a Mission and Vision Statement?
Mission and vision statements are similar, but not quite the same. Mission statements focus on what your group is doing in the present; they demonstrate why your work is important. Vision statements focus on what your group will do in the future; they explain what success looks like for your group. Many groups find that it is easier to start the mission/vision exercise with the vision statement, as it guides the framework of their current projects.
Writing mission and vision statements is a great opportunity for team building! By working together to set realistic goals and specify the group's values, you can create a cohesive organizational identity.
For more information on defining your organization, check out www.grassrootsgrowth.ca. There, you will find new interactive training modules that will provide solutions to common grassroots governance challenges. Our vibrant online community supports volunteer-run organizations across Ontario with informative handbooks, downloadable templates, and opportunities to share ideas with other grassroots leaders.
You can also register for one of our free Grassroots Governance workshops. Our next Grassroots Governance workshop will be held on Sunday, November 27 at the Scarborough Civic Centre Library. Spaces are limited so register today!
As the Education Coordinator, Jessica is responsible for developing and delivering workshops and online content to help build the capacity of grassroots organizations across Ontario. Contact Jessica
Grassroots Growth
Grassroots organizations
Mission and Vision Statements
Resources for Grassroots organizations
volunteer run organizations
2020-06-05Sector Advocacy in COVID-19: Volunteer Management is a Core Function of Non-Profits
2020-07-27New Partnership to Develop Youth-Informed Resources
2020-08-18Volunteering in Response to COVID-19
721 Bloor Street West, Suite 202
Toronto, ON
2425 Eglinton Avenue East, Suite 214
Scarborough, ON
Friday: 9:00am–12:00pm
E. email@example.com


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Super Street Fighter II Turbo – Cheats
Play As Akuma
Go into Versus mode. At the character selection screen, press A + B + C + L + R + P simultaneously. Hold down these buttons down until your opponent has selected their character.
Play as Akuma II
Choose any game speed, and at the character select screen, highlight Ryu for three seconds, T.Hawk for three seconds, Guile for three seconds, Cammy for three seconds, Ryu for three seconds, then press the X button and all three Punch buttons (be sure to press the X button just before the three punch button).If your timing is right, you'll see a silhouette appear, and you'll be playing as Akuma.
Contributed By: metroid213.
Fight Akuma
Start a one player game and get to Bison without using any continues. Akuma will come out to fight you.
Know Something We Don't?
You can submit new cheats for this game and help our users gain an edge.
Have We Been Fooled?
You can submit a problem report for any non-working or fake code in the lists above.


text: The Trap of Adolescent Thinking Posted on July 25, 2018July 25, 2018by kristinlhanley Adolescence reaches further into childhood than it did twenty years, and spans further into adulthood as well. For me, childhood remained delightful, even idyllic at times and once I hit the streets of my college, I recaptured that zeal and hope, but the quaking, quivering in-between ages held little appeal to me. They weren't nearly as tragic as some kids experience, but you couldn't pay me to relive them. Sixth grade carved some self-doubts into my heart. It wouldn't be the only year to do so, but it was probably one of the firsts. Nervous excitement, perched on my desk chair under the florescent lighting of Mrs. Powell's home room, I quickly learned that not everyone in the classroom can be friends. Puberty had drawn some lines between those that had and those that hadn't. From those who liked boys and from those who still thought boys were relatively disgusting creatures. To find acceptance with the elusive "in" crowd, a girl had to wear the right kicks (namely, white Keds) and know how to apply hairspray. Of course, glasses put you in the cusp of "slim chance"–and so my bottle-caps didn't help me. Back when glasses weren't a cool accessory like they are now. My two best friends, Amber and Brooke, were not in the cool crowd, but amazingly, the blonde "five" (the five popular girls) regularly talked to Brooke and invited her over to their lunch table, even though Brooke had brown hair and scuffed brown shoes. Brooke remained polite, but she never disowned our pitiful band of three. She knew that life was more than the acceptance of fickle favor with "the five". Part of the problem with our dividing lines rested outside our appearance and name-brand shoes. To be popular, a person had to find passion and excitement in the "right" things. You never, ever got excited about a science experiment or an art project. You didn't smile at the teachers, but eye-rolling earned you high marks. You talked with enthusiasm about movies, music, and lip gloss, and of course…boys. But, if you started raging over world issues, gushing over dreams or plans for the future, or discussing your parents or the Lord with respect, you were ousted. This standard held true for 7th grade as well. It wasn't until I learned it little bit more about who I was and who I wanted to become (regardless of how popular it made me) that I could step away from the crazy…at least for a few years. As we walk into adulthood, we wipe our brow, exhale and laugh, "Aren't you glad we're past that phase?" But are we? If you look around–even within the church–the standard currency of our culture is material comforts and criticism. We still trade stories, analyzing how people respond. Do they join us in complaining or do they challenge us toward a more eternal perspective? Who are your friends and why? What do you discuss on a Friday night over the grilled hamburgers and burping babies? Have we traded eye-rolling the teacher for eye-rolling the boss? Have we traded showing off name-brand shoes for bigger flat-screens, upgraded package plans, and our latest-model SUV? Do we scoff at those who bring up social issues, poverty, ministry, the church, and prayer? Do we live life on purpose or purposefully avoid service? Have we just become a grown-up version of our navel-gazing selves? Does our focus point to Christ? Does our striving brings us closer to the Kingdom? Does our money impact the least of these? Do our words edifying and encourage? Do our attitudes reflect an eternal perspective of faith, hope and love? Are we self-controlled, fervent, gracious, and hospitable? (I Peter 4:7-11). Yipes on me. When you are tempted to fall into a rut of detrimental (or just not beneficial) conversation (as we all are from time to time), ask the Holy Spirit to guide your heart and your words to what is pure and noble (Phil. 4:8). If this new purpose doesn't make you as acceptable or included as it used to, consider finding a new community. To grow up in God, we have to surround ourselves with people who are running the same course we are. Great minds discuss ideas; average minds discuss events; small minds discuss people.~Eleanor Roosevelt Share this:FacebookTwitterPinterestEmailLike this:Like Loading... Related No comments yet Acceptance Purpose Rejection


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The first Regional Jobs and Skills Centre was opened at Kalgoorlie's Central Regional TAFE on 26 September. The locally focused centre will be delivered by Central Regional TAFE in partnership with Worklink. Aboriginal people are a key priority client group and extensive local stakeholder consultation was undertaken to ensure Aboriginal people benefit from the new service delivery model.
The new Peel Jobs and Skills Centre has also opened at the Mandurah campus of South Metropolitan TAFE.
For more information on all Jobs and Skills Centres and what services they offer, please go to the website here.
Comments are closed.
July 2020


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The sea – watching the waves going in and out calms our hearts to the same beat, which untangles the brain waves and recharges the soul.
The hills – from the distance they look so high but once climbed the view is incredible, like the reward for overcoming whatever what has hurt us.
The forests – full of trees large and small that hug us as we walk among them, which sets of birds flying past to take away our woes far away.
The flowers – a variety of colours and types, which no one is truly different but neither are they truly unique, equally none are perfect, like us.
The soil – best walked on barefoot and let its nutrients absorb into and moisturise our skin, replenish what a moisturiser filled with chemicals cannot.
The seeds – pick up two or three to plant ideas in our minds, not of what will make us money but bring us contentment, all starts small, like us.
The unseen – the mircoorganisms we share this world remind us how even in a crowd it can feel empty and all have hidden talents, start exploring.
© Fi S. J. Brown


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Save to your scrapbook
Orange and Almond Semifreddo
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You can also add it to one of your existing cookbooks
Oranges are packed with vitamin C and full of flavour. Blood oranges are marbled with a deep red colour and are guaranteed to make any dish look stunning. Semifreddo refers to a dessert which is partially frozen and this healthy but indulgent recipe needs hardly any preparation and is ideal for serving after the recipe for Chicken with Wild Mushroom and Champagne Sauce.
Serves: 4
Blend the yogurt and almonds together for just few seconds to give a good chunky semi-frozen texture. If you process the mixture for too long, it will become a runny purée. Prepare the oranges and place in the freezer along with the yogurt the night before you want to make the dessert.
Typical values per serving:
This recipe was first published in March 2001.


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