SAFETY BULLETIN

January 2023 – March 2023

Safety Bulletin
Q3_2022.pdf
 Copyright

For Compass Cargo Airlines internal use only.

No part of this information bulletin may be reproduced, recast, reformatted or transmitted in any form by any
means, electronic or mechanical, including photocopying, recording or through any information storage and
retrieval system.

KEF

BGO
TLL
SVG

CPH

CGN LEJ
KTW
FRA OSR

VIE BUD

VBS
MXP
BLQ

AOI SOF
OPO PSA

LIS

LCA
 FLIGHT OPERATIONS SUMMARY STATISTICS

Compass Cargo Airlines aims to retrieve the flight data parameter recordings from every single
flight. For this reason, LZ-CXA, LZ-CXB are equipped with wQARs (wireless Quick Access
Recorder), which transmit recorded flight data from the aircraft via a cellular internet connection after
each landing. LZ-CXC flight data is still downloaded manually due to technical issues with the
installation of the wQAR, while the wQAR of LZ-CXD is expected to be installed at the end of April
2023.
For the first quarter of 2023, Compass Cargo Airlines achieved the following fleet utilisation:

Month Cycles Block Hours Daily Utilisation Captured Flights

January 221 368 11:52 94%

February 201 348 12:25 98%
March 238 407 13:07 100%
Total 660 1123 12:28 97%

Monthly Utilization
250 450
400
200 350

Block Hours
300
150
Sectors

250
200
100
150
50 100
50
0 0
January February March

Cycles Block Hours

FDM Capture Rate Percentage

100%

80%

60%

40%

20%

0%
January February March

Monthly Linear (Monthly)

 Flight Data Monitoring

Landing Distance Distribution

The chart below shows the landing distance (from threshold to point of main gear touchdown) for all
sectors performed by Compass Cargo Airlines.

140 143
133

90

41 39

24
10
1 4 2

100-200 200-300 300-400 400-500 500-600 600-700 700-800 800-900 900-1000 1000-1100 1100-1200
Distance from threshold, m

Normal Acceleration at Touchdown

The chart below shows the distribution of normal acceleration at touchdown for all sectors performed
by Compass Cargo Airlines.

222

154

129

88

22
13 10
2 1

1.1-1.2 1.2-1.3 1.3-1.4 1.4-1.5 1.5-1.6 1.6-1.7 1.7-1.8 1.8-1.9 1.9-2

VRTG
 Landing Gear Extension Height AAL
The following chart shows the height AAL at which gear down was selected.

2900-3000 7
2800-2899 8
2700-2799 8
2600-2699 6
2500-2599 15
2400-2499 14
2300-2399 14
2200-2299 28
2100-2199 32
2000-2099 69
1900-1999 90
1800-1899 118
1700-1799 77
1600-1699 49
1500-1599 45
1400-1499 19
1300-1399 10
1200-1299 6
1100-1199 1

Pitch Rate at Take Off (up to 15ft RA)

The following chart shows the average pitch rate on take-off until reaching 15ft RA.

267

176

132

41
16
7 3

1-1.5 1.5-2 2-2.5 2.5-3 3-3.5 3.5-4 4-4.5

deg / sec.
 Maximum deceleration

The following chart shows the maximum deceleration (max braking) after landing.

265

127
122

78

25
16
1 2 5

-0.55--0.5 -0.5 to -0.45 -0.45 to -0.4 -0.4 to -0.35 -0.35 to -0.3 -0.3 to -0.25 -0.25 to -0.2 -0.2 to -0.15 -0.15 to -0.1

Top ten events for Q1 2023

40
37

35
30
30 29
28
26
25

20
17 17
15
15 13 13

10

0
Pitch attitude Pitch rate Deep Landing Deep LandingDeep Landing Pitch rate Abnormal Rotation Approach Abnormal
high during high on take- (distance (distance (distance low on take- Climb Rate Speed High Speed Low Sink Rate
take-off off from GS from 50ft from off (<1000ft)
Aerial) RALT) threshold)
 Top 10 Minor Events
9
8
8

7
6
6
5 5
5
4
4
3 3
3
2 2
2
1
1

0
Deep Un-stabilised Deep Rotation Pitch rate Abnormal Deep Harsh High rate of High Taxi
Landing at Low Landing Speed High high on take- Sink Rate Landing Braking descent Speed (after
(distance Altitude (Ht (distance off (distance (landing) (<1000ft) landing)
from GS AAL) from 50ft from
Aerial) RALT) threshold)

Critical Events Events by severity

4% 10%
6

86%
4

1 1 1 1 1

Harsh Braking GPWS (SINK Un-stabilised at Excessive bank Go around Deep Landing Late reverser Rotation Speed
(landing) RATE) Low Altitude (Ht on approach (distance from after touchdown High
AAL) (<50ft) GS Aerial)
 SIGNIFICANT SAFETY-RELATED EVENTS IN THE COMPANY

March 2023, LZ-CXC, MXP - LEJ

Rejected take off – due to Master Caution: ZONE TEMP light at approximately 70 knots the crew
performed rejected take off. After returned to the apron, maintenance staff opened DDL item and
the aircraft was dispatched.
Weather info: 030/14kt, CAVOK, 11º/ -07º, QNH 1006HPa, NOSIG.

March 2023, LZ-CXC, LCA - LEJ

Cracked cockpit window 1LH – After departure from LCA airport, during climb at about 12500ft the
crew notice small flash on the upper left corner of 1LH window. Immediately after that crack
appeared on the window. The crew stopped the climb, performed the respective NNC and diverted
back to LCA airport. An RNP approach on RWY 04 and normal landing were performed.
Weather info: VRB 2kt, CAOVK, 20º/14º, QNH 1010HPa, NOSIG

February 2023, LZ-CXC, LCA

EGPWS “SINK RATE”: During RNP approach the aircraft flared at DA. The crew continued manual
flight. In order to be recovered the profile, the vertical speed was increased and GPWS sink rate
was triggered. The max. recorded vertical speed was 1400ft/min. at about 200 radalt. It dropped
back to a more normal level, as the aircraft reached 80ft radalt. Normal landing was performed within
the touchdown zone.
Weather info: 350/8kt, 320V030, 9999, FEW020, 12º/00º, QNH 1026HPa, NOSIG;

March 2022, LZ-CXC, LEJ

EGPWS “SINK RATE”: Due to strong headwind during the approach, high vertical speed was
necessary in order to keep the aircraft on the profile. As the aircraft descended through 150ft radalt
the vertical speed increased to over -1000ft/min, at 80ft radalt the GPWS sink rate warning sounded
for 3 seconds.
Weather info: 280/25kt, 1800, SN BR BKN005, BKN009, 0º/0º, QNH 994HPa, TEMPO 1200 SN,
BKN004;

March 2022, LZ-CXD, MXP-BUD

Airspeed Unreliable: At 10000ft during descent for approach the flight encountered moderate icing
conditions. At about 9000ft an unreliable airspeed situation was occurred. The crew performed the
memory items and the respective NNC. Vectors and assistance were provided by the ATC while the
airspeed indication on the FO’s PFD was confirmed as erroneous. Later on, approach and landing
were executed. During this phase the malfunction was disappeared. The most likely cause of the
problem was freezing of the FO’s pitot tube.
Weather info: 310/16kt, CAVOK, 08º/04º, QNH 1004HPa, NOSIG;

March 2022, LZ-CXD, VIE-LEJ

Airspeed Unreliable: At the late climbing phase of the flight the FO recognised non standard
instrument indications. An unreliable airspeed was confirmed. The crew performed the memory
items and the respective NNC. The flight was continued to the destination. During the approach
phase, the malfunction was disappeared. Normal landing was performed.
Weather info on departure airport: 290/07kt, CAVOK, 14º/10º, QNH 1008HPa, NOSIG;
Weather info on arrival airport: 190/06kt, 9999 SCT038, 08º/06º, QNH 1005HPa, NOSIG;

January – March 2023, LZ-CXA, LZ-CXC,

Harsh Braking (landing) - The harsh braking event may be an indication that the aircraft was avoiding
a runway overrun, but in the case of these events the aircraft were braking hard so it could take the
desired turn off of the runway.

INCINDENTS WITH INCORRECT BAROMETRIC ALTIMETER SETTING

Recent serious incidents have highlighted a concern on the effects of incorrect barometric altimeter
settings when operating below the transition level. Operating with an incorrect altimeter setting could
result in insufficient clearance with terrain and obstacles, or a loss of separation with other traffic,
which may potentially lead to CFIT. In this regard EASA issued а SIB No: 2023-03. Also, two serious
incidents related with incorrect barometric altimeter settings are presented below for self-study.

22 May 2022, Airbus 320, Registration 9H-EMH Incorrect QNH information on approach to
Paris-Charles de Gaulle airport (CDG)
On 23 May 2022, an Airbus A320 came extremely close to collision with terrain as the crew
commenced a go around, they did not obtain any visual reference during a RNP approach at Paris
CDG for which they were using baro-VNAV reference to fly to VNAV/LNAV minima. The
corresponding ILS was out of service. The Investigation has not yet completely established the
context for the event but this has been confirmed to include the use of an incorrect QNH which
resulted in the approach being continued significantly below the procedure MDA. Six Interim Safety
Recommendations have been issued.
SKYbrary: [Link]
Preliminary Report: [Link]
6 June 2020, Boeing B787-10, A6-BMD, Incorrect QNH information on approach to Abu Dhabi
International Airport A (AUH)
On 6 June 2020, a Boeing 787-10 on approach at Abu Dhabi began a low go around from an
RNAV(RNP) approach when it became obvious to the crew that the aircraft was far lower than it
should have been but were unaware why this occurred until an ATC query led them to recognize
that the wrong QNH had been set with recognition of the excessively low altitude delayed by haze
limiting the PAPI range. The Investigation found that advice of MSAW activations which would have
enabled the flight crew to recognize their error were not advised to them.

SKYbrary: [Link]
Detailed final report: [Link]

OPERATIONAL BACKGROUND

A-CDM
Airport Collaborative Decision Making (A-CDM) is designed to improve operations and reduce
delays by sharing timely information between airport partners.
A-CDM consist of the following elements:
✓ Sharing of information (ATC, handling, ramp, network managers);
✓ Turnaround monitoring (progress monitored by milestones approach);
✓ Variable taxi time calculation (based on the runway in use and stand);
✓ Management of flight updates (exchange of information between airport and network
management);

Terminology
EOBT – Estimated Off Blocks Time
✓ Departure time filed on the flight plan;
SOBT – Scheduled Off Blocks Time
✓ Departure time the airline has negotiated with the airport for that particular flight (commonly
referred to as airport slot);
TOBT – Target Off Blocks time
✓ The handling agent keeps the A-CDM airport continually updated with the progress of the
aeroplane’s readiness to pushback by means of updating the TOBT;
✓ The TOBT must be within +/-15 mins of the EOBT flight plan time. If TOBT gets outside of
this window, EOBT needs to be updated;
✓ The aircraft should be ready and calling for pushback within +/- 5mins of TOBT;
CTOT – Calculated Take-Off Time
✓ CTOT is commonly referred to as a slot;
✓ CTOT only allows the aircraft to depart in a window between -5 minutes until +10 minutes of
the CTOT;
 ✓ CTOTs may be issued for various reasons, mainly to limit the amount of traffic en-route or at
the destination;
A-CDM Tips
✓ Establish communication early with your handling agent and decide on a realistic TOBT;
✓ Ensure Handling Agent keeps TOBT updated as necessary. At many airports, the TOBT is
displayed at the gate sign;
✓ Monitor ATC when fully ready for pushback and within your TOBT/TSAT window;
✓ A-CDM applies “best planned – best served concept”, it is thus better to set realistic TOBT
and minimize TOBT updates. If updates. If necessary, make TOBT update as early as
possible to avoid late minute TOBT changes;
 FMC APPROACH LOGIC
FMC Approach Logic allows the aeroplane to be flown along the calculated glide path on non-
precision approaches where LNAV / VNAV will be used for navigation
VNAV will continue to command descend when MCP ALT is set above the current aeroplane altitude
by more than 300ft to permit selection of missed approach altitude
VNAV will remain in VNAV PTH even with SPD INTV
VNAV commands V/S 0fpm when the aeroplane is 200 ft or more below the path
Criteria to engage in approach logic:
✓ 2 NM from first approach waypoint, or
✓ 2000 ft above field elevation, whichever occurs first
Out of Approach logic when:
✓ Either TO/GA is pressed
✓ Airplane Lands
✓ Missed approach waypoint becomes active
(magenta)
✓ Airplane Climbs at a vertical speed greater than
600fpm and flaps are being retracted
What happens:
✓ FMC commands VNAV to climb
✓ FMC sets G/A thrust limit
✓ All ALT constrains below the current
aeroplane altitude are deleted
 DESCENT FORECAST

ISA DEV
✓ Average ISA deviation for the descent should be entered (interpolate ISA DEV at CRZ with
ISA DEV on the ground)
✓ ISA DEV is used to predict fuel flow, TAS and drag during the decent
✓ Positive ISA DEV moves the T/D backwards (10ºC – 5NM, 20ºC – 7NM)
✓ Negative ISA DEV moves the T/D forwards (10ºC – 2 NM, 16ºC – 2NM)
✓ Note: all the figures are approximate for 245kt descent, the effect on T/D will change with
different descent speeds and CRZ level
✓ The forecast ISA DEV is merged with the ambient temperature as the aircraft descents (the
same way the descent winds are)
✓ ISA DEV does not change the geometric VNAV descent profile (it does not provide cold
or hot temperature compensation). BARO-VNAV compensation is available as an option with
FMC U14 and is set up on new FMC APP REF 2/2 page

QNH
✓ FMC adjusts the T/D for the difference
between STD and local QNH setting below
TRANS LVL
✓ QNH below STD – T/D moves forwards
✓ QNH above STD – T/D moves backwards
(10 HPA – 2NM)

TAI ON/OFF
✓ Forecast use of engine anti-ice (TAI)
should be entered in TAI ON/OFF
✓ FMC will move the T/D backwards to
account for the higher approach idle
associated with TAI ON
✓ Note: if TAI is used until landing, use 0 as
TAI OFF

TRANS LVL
✓ Transition Level is automatically pre-
populated from the NAV Database
✓ Pre-populated Transition Level equals to
Transition Altitude. Since TL is assigned
by ATC, it needs to be changed on the
DES FORECAST page
✓ All FMC altitude at or above TRANS LVL are displayed as flight level
✓ If the altimeter is set to STD when below TRANS LVL, and amber highlight box will illuminate
on PFD around the QNH setting
Winds
✓ Up to three descent winds may be entered in the DES FORECAST page
✓ Without any winds selected in the DES FORECAST – the FMC will use actual wind at T/D
and interpolate with zero wind on the ground.
✓ With winds selected in the DES FORECAST – FMC will adjust the T/D for the descent winds
and will interpolate the forecast wind with the actual wind during the descent