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Safety Recommendation Details

Safety Recommendation A-85-065
Details
Synopsis: ABOUT 1117:38 PACIFIC DAYLIGHT TIME, ON AUGUST 24, 1984, WINGS WEST AIRLINES, FLIGHT 628, A BEECH C-99 (N6399U) AND AESTHETEC INC., ROCKWELL COMMANDER 112TC, N112SM, COLLIDED IN MIDAIR NEAR SAN LUIS OBISPO, CALIFORNIA. THE WEATHER AT THE TIME OF THE COLLISION WAS CLEAR. FLIGHT 628 HAD JUST DEPARTED SAN LUIS OBISPO COUNTY AIRPORT EN ROUTE TO SAN FRANCISCO INTERNATIONAL AIRPORT, CALIFORNIA, AND WAS CLIMBING ON A WESTBOUND HEADING. THE ROCKWELL COMMANDER HAD DEPARTED PASO ROBLES, CALIFORNIA, ON A TRAINING FLIGHT AND WAS DESCENDING TOWARD THE SAN LUIS OBISPO COUNTY AIRPORT ON AN EASTBOUND TRACK. THE AIRPLANES COLLIDED HEAD-ON AT AN ALTITUDE OF ABOUT 3,400 FEET. THE WRECKAGE OF BOTH AIRPLANES FELL INTO AN OPEN FIELD ABOUT 8 NMI WEST NORTHWEST OF THE SAN LUIS OBISPO COUNTY AIRPORT. ALL 17 PERSONS, INCLUDING THE 2 PILOTS AND 13 PASSENGERS ONBOARD FLIGHT 628 AND THE 2 PILOTS ONBOARD THE ROCKWELL, WERE KILLED.
Recommendation: THE NTSB RECOMMENDS THAT THE FEDERAL AVIATION ADMINISTRATION: AMEND 14 CFR PARTS 121 AND 135 TO REQUIRE THE INSTALLATION AND USE OF TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) EQUIPMENT IN CERTIFICATED AIR CARRIER AIRCRAFT WHEN IT BECOMES AVAILABLE FOR OPERATIONAL USE.
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Action
Mode: Aviation
Location: SAN LUIS OBISPO, CA, United States
Is Reiterated: Yes
Is Hazmat: No
Is NPRM: No
Accident #: DCA84AA034AB
Accident Reports: Midair Collision of Wings West Airlines Beech C-99 (N6399U) and Aesthtec, Inc., Rockwell Commander 112TC N112SM
Report #: AAR-85-07
Accident Date: 8/24/1984
Issue Date: 9/20/1985
Date Closed: 5/23/1989
Addressee(s) and Addressee Status: FAA (Closed - Acceptable Action)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 5/23/1989
Response: Thank you for your further response to Safety Recommendations A-85-64 and -65. These recommendations stemmed from the Safety Board's investigation of a midair collision on August 24, 1984, involving Wings West Airlines, Inc., a Beech C99, and a Rockwell Aero Commander 112TC, near San Luis Obispo, California. The issuance of a final rule (Docket No. 25355) to require installation and use of a Traffic Alert and Collision Avoidance System (TCAS) in large transport type airplanes and certain turbine-powered smaller airplanes, and the issuance of Advisory Circular 20-131 to provide guidance material for the airworthiness and operational approval of TCAS II and Mode S transponders satisfies Safety Recommendations A-85-64 and 65. We have classified these recommendations "Closed--Acceptable Action."

From: FAA
To: NTSB
Date: 3/10/1989
Response: "ON JANUARY 5, 1989, THE FAA ISSUED ITS FINAL RULE (DOCKET NO. 25355) TO REQUIRE INSTALLATION AND USE OF A TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) IN LARGE TRANSPORT TYPE AIRPLANES AND CERTAIN TURBINE-POWERED SMALLER AIRPLANES. THE TCAS, WHICH USES THE ATC RADAR BEACON SYSTEM TRANSPONDER REPLY FROM OTHER AIRCRAFT, WILL PROVIDE A COLLISION AVOIDANCE CAPABILITY THAT OPERATES INDEPENDENTLY OF THE GROUND-BASED AIR TRAFFIC CONTROL RADAR COVERAGE. I HAVE ENCLOSED A COPY OF THE FINAL RULE FOR THE BOARD'S INFORMATION. ON OCTOBER 3, 1988, THE FAA ISSUED AC 20-131 TO PROVIDE GUIDANCE MATERIAL FOR THE AIRWORTHINESS AND OPERATIONAL APPROVAL OF TCAS II AND MODE S TRANSPONDERS."

From: NTSB
To: FAA
Date: 2/8/1988
Response: On January 11, 1988, the Safety Board responded to your Notice of Proposed Rulemaking (NPRM) (Docket No. 25355; NPRM No. 87-8) "Traffic Alert and Collision Avoidance Systems," published at 52 FR 32269 on August 26, 1987. Since 1967, the Safety Board has issued 116 safety recommendations to the FAA addressing the need for actions to reduce the potential for midair collision accidents. Eleven of these recommendations specifically addressed the need for a collision avoidance system aboard airplanes which would provide pilots with conflict warning and evasive maneuver guidance. We fully support the requirements for commercial air carrier operators to install and use TCAS, and we anxiously await the outcome of NPRM No. 87-8. Pending your further response, these recommendations are classified in an "Open--Acceptable Action" status.

From: FAA
To: NTSB
Date: 12/15/1987
Response: THE FAA HAS ISSUED A NOTICE OF PROPOSED RULEMAKING (DOCKET NO. 25355; NPRM NO. 87-8) PROPOSING TO REQUIRE INSTALLATION AND USE OF A TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM IN LARGE TRANSPORT AIRPLANES AND CERTAIN TURBINE-POWERED AIR PLANES. I WILL PROVIDE THE BOARD WITH A COPY OF THE FAA'S FINAL ACTION AS SOON AS IT IS ISSUED.

From: NTSB
To: FAA
Date: 7/7/1987
Response: From the accident report the collision of Aeronaves de Mexico, S.A. McDonnell Douglas DC-9-32, XA-JED and Piper PA-28-181, N4891F in Cerritos, California on August 31, 1986. The Board adopted this report on 7/7/1987. As a result of this accident investigation and a review of the FAA’s ongoing activities, the Safety Board reiterates the following recommendations to the FAA: A-85-64 and A-85-65.

From: NTSB
To: FAA
Date: 6/4/1987
Response: The Safety Board is pleased to learn that the FAA is now in the process of initiating a Notice of Proposed Rulemaking to require that air carrier airplanes be equipped with a traffic alert and collision avoidance system. The Safety Board requests that the FAA expedite its efforts to the maximum extent possible in order that the proposed system be implemented as soon as possible. Pending further correspondence, Safety Recommendations A-85-64 and -65 have been classified as "Open-Acceptable Action." On January 11, 1988, the Safety Board responded to your Notice of Proposed Rulemaking (NPRM) (Docket No. 25355; NPRM No. 87-8) "Traffic Alert and Collision Avoidance Systems," published at 52 FR 32269 on August 26, 1987. Since 1967, the Safety Board has issued 116 safety recommendations to the FAA addressing the need for actions to reduce the potential for midair collision accidents. Eleven of these recommendations specifically addressed the need for a collision avoidance system aboard airplanes which would provide pilots with conflict warning and evasive maneuver guidance. We fully support the requirements for commercial air carrier operators to install and use TCAS, and we anxiously await the outcome of NPRM No. 87-8. Pending your further response, these recommendations are classified in an "Open--Acceptable Action" status.

From: FAA
To: NTSB
Date: 5/8/1987
Response: THE FAA IS IN THE PROCESS OF INITIATING A NOTICE OF PROPOSED RULEMAKING TO REQUIRE THAT AIR CARRIER AIRPLANES BE EQUIPPED WITH A TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM. I WILL PROVIDE THE BOARD WITH COPY OF THE NPRM AS SOON AS IT IS ISSUED.

From: NTSB
To: FAA
Date: 1/13/1987
Response: Since 1969, as a result of our midair collision investigations, special studies, and public hearings, we have made recommendations for an airborne collision avoidance system. As previously mentioned, the Safety Board requests that the FAA accelerate its efforts towards the development of an operational TCAS. The Safety Board continues to believe that, upon certification, TCAS should be made mandatory and that passengers, in aircraft operating under the rules of Part 135, also be afforded a comparable level of safety as passengers of aircraft operating under the rules of Data Source: NTSB Recommendations to FAA and FAA Responses Part 121. We, therefore, trust that the FAA will continue its research and development for an economical airborne collision avoidance system for use in all certificated air carrier aircraft. Based on the FAA statement that its "...position has always been that the implementation of TCAS will be voluntary," this recommendation is classified as "Open--Unacceptable Action." We would appreciate further consideration of this recommendation based on our comments.

From: FAA
To: NTSB
Date: 4/21/1986
Response: AN OPERATIONAL EVALUATION OF THE TCAS II EQUIPMENT HAS NOT BEEN COMPLETED. THE CAPABILITIES AND LIMITATIONS OF THIS SYSTEM HAVE NOT BEEN DEFINED. TCAS II HAS BEEN DEVELOPED PRIMARILY FOR 14 CFR PART 121 OPERATORS. THE COST OF TCAS MAY PRECLUDE IMPLEMENTATION OF THE EQUIPMENT BY PART 135 OPERATORS. THE FAA'S POSITION HAS ALWAYS BEEN THAT IMPLEMENTATION OF TCAS WILL BE VOLUNTARY. I CONTINUE TO BELIEVE THAT IF TCAS II IS SHOWN TO PROVIDE A BENEFIT TO THE AIR CARRIERS, THEY WILL VOLUNTARILY EQUIP THEIR AIRCRAFT WITH THE SYSTEM."