NTSB · Safety Recommendation
Safety Recommendation A-84-113
Recommendation
THE NTSB RECOMMENDS THAT THE FEDERAL AVIATION ADMINISTRATOR: DEVELOP PROCEDURES SIMILAR TO THOSE CURRENTLY USED IN TERMINAL AREAS FOR AUTOMATIC TERMINAL INFORMATION SERVICE, FOR FLIGHTCREWS TO MONITOR AN INDIVIDUAL FACILITY'S HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE FREQUENCY AND TO INFORM THE CONTROLLER/FACILITY ON INITIAL CONTACT THAT THE FLIGHT HAS THE CURRENT HIWAS INFORMATION.
Safety Issue and Context
ON NOVEMBER 24, 1983, AIR CANADA FLIGHT 965, A LOCKHEED L-1011, C-FTNJ, WITH 154 PASSENGERS AND 15 CREWMEMBERS ON BOARD, ENCOUNTERED SEVERE CLEAR AIR TURBULENCE ABOUT 105 MILES OFF THE COAST OF CHARLESTON, SOUTH CAROLINA, WHILE EN ROUTE TO TORONTO, CANADA, FROM PORT OF SPAIN, TRINIDAD. ONE FLIGHT ATTENDANT AND THREE PASSENGERS WERE SERIOUSLY INJURED DURING THE ENCOUNTER. TWO PHYSICIANS ABOARD THE FLIGHT PROVIDED IMMEDIATE MEDICAL ATTENTION TO THE INJURED. THE FLIGHT CONTINUED TO ITS DESTINATION AND LANDED WITHOUT FURTHER INCIDENT ABOUT 1 1/2 HOURS AFTER THE ACCIDENT. MEDICAL ASSISTANCE WAS ON HAND TO PROVIDE TREATMENT WHEN THE FLIGHT ARRIVED AT THE GATE.
AT THE TIME OF THE TURBULENCE ENCOUNTER, THE FLIGHT WAS UNDER THE CONTROL OF THE JACKSONVILLE AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) METTA SECTOR, AND A CONVECTIVE SIGMET WAS IN EFFECT FOR A LARGE PORTION OF THE METTA SECTOR. THE METTA CONTROLLER HAD BEEN RELIEVED OF THE RESPONSIBILITY OF BROADCASTING SIGMETS UNDER THE TERMS OF THE FEDERAL AVIATION ADMINISTRATION'S HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS). THE FLIGHT CREW WAS NOT AWARE OF THE SIGMET.
Response History
December 18, 1986 · NTSB Correspondence · FAA
The Safety Board continues to believe that pilots should inform the controller/facility that they have received HIWAS information on the initial contact. The Safety Board does not believe that such communications would burden the system, but rather that they would be readily used as ATIS is now. The Safety Board concludes that an impasse has been reached in its efforts to convince the FAA of the need to ensure that flight crews have this vital information before entering a new sector. Therefore, as further correspondence would be futile, Safety Recommendation A-84-113 has been classified as "Closed--Unacceptable Action."
January 17, 1986 · Recipient Response · FAA
IF PILOTS ARE REQUIRED TO ANNOUNCE RECEIPT ON THE HIWAS BROADCAST, FREQUENCY CONGESTION AND CONTROLLER WORKLOAD COULD BE INCREASED BEYOND ACCEPTABLE LEVELS. THIS INCREASE WOULD RESULT BECAUSE CONTROLLERS WOULD BE REQUIRED TO ISSUE THE INFORMATION AT EACH AIR TRAFFIC SECTOR OR FACILITY CHANGEOVER UNLESS THE PILOT ADVISES RECEIPT OF THE INFORMATION IN A TIMELY MANNER THROUGH METHODS EASILY ACCESSIBLE TO AIRSPACE USERS. ONE METHOD OF DISSEMINATION IS THE HIWAS PROGRAM. I BELIEVE THAT IN MOST CASES WEATHER INFORMATION IS DISSEMINATED IN A TIMELY MANNER WITH AN UNDERSTANDING THAT THE PROVISION OF WEATHER INFORMATION INVOLVES A SHARED, MUTUAL RESPONSIBILITY.
May 14, 1985 · NTSB Correspondence · FAA
The Safety Board is encouraged that the FAA has initiated a feasibility study on providing HIWAS information through procedures similar to those used for Automatic Terminal Information Service (ATIS). Since the FAA plans to advise the Safety Board on the status of this study by the end of July, the Safety Board will withhold further comment at this time. Pending our review of the results of this study, Safety Recommendation A-84-113 has been classified as "Open--Acceptable Action."
February 11, 1985 · Recipient Response · FAA
FAA LTR: THE BOARD'S RECOMMENDATION TO USE A REMOTE COMMUNICATION OUTLET OR AUTOMATIC TERMINAL INFORMATION SERVICE CONCEPT COULD ESCALATE AND POSSIBLY DOUBLE THE COST OF THE PROGRAM, THEREFORE ADDITIONAL CONSIDERATION MUST BE GIVEN TO THIS SPECIFIC RECOMMENDATION. ACTION HAS BEEN INITIATED WITHIN THE FAA TO STUDY THE FEASIBILITY AND UTILIZATION OF THIS CONCEPT. WE WILL ADVISE THE BOARD WITHIN 60 DAYS OF OUR PROGRESS RELATIVE TO THIS RECOMMENDATION.