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Safety Recommendation Details

Safety Recommendation A-89-003
Details
Synopsis: ABOUT 1920 MOUNTAIN STANDARD TIME ON JANUARY 19, 1988, N68TC, A TRANS-COLORADO AIRLINES, INC., FAIRCHILD METRO III, OPERATING AS CONTINENTAL EXPRESS FLIGHT 2286 FROM STAPLETON INTERNATIONAL AIRPORT, DENVER, COLORADO, WITH 2 FLIGHTCREW MEMBERS AND 15 PASSENGERS ON BOARD, CRASHED ON APPROACH TO DURANGO, COLORADO. THE TWO FLIGHTCREW MEMBERS AND SEVEN PASSENGERS WERE KILLED AS A RESULT OF THE ACCIDENT.
Recommendation: THE NTSB RECOMMENDS THAT THE FEDERAL AVIATION ADMINISTRATION: INFORM PRINCIPAL OPERATIONS INSPECTORS OF THE UNITED STATES STANDARD FOR TERMINAL INSTRUMENT PROCEDURES (TERPS CRITERIA), AND REQUIRE THEM TO PERSONALLY OBSERVE AN OPERATOR'S CONDUCT OF A SPECIAL APPROACH BEFORE THEY GIVE THE AUTHORIZATION TO FLY THE APPROACH.
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Action
Mode: Aviation
Location: BAYFIELD, CO, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA88MA017
Accident Reports: Trans-Colorado Airlines, Inc., Flight 2286 Fairchild Metro III, SA227 AC, N68TC
Report #: AAR-89-01
Accident Date: 1/19/1988
Issue Date: 3/8/1989
Date Closed: 11/16/1989
Addressee(s) and Addressee Status: FAA (Closed - Acceptable Action)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 11/16/1989
Response: The accident indicated that an instrument approach procedure, though meeting applicable criteria may not be safe the way it is actually flown. Safety Recommendation A-89-3 addressed the FAA's oversight of the manner in which approaches are flown, and was directed at the principal operations inspector's familiarity with how an instrument approach is conducted in revenue transport flight. We note that on August 3, 1989, the FAA issued Action Notice 8400.5, "Authorization for the Use of Special Instrument Approach Procedures for FAR Parts 121 and 135 Air Carriers," to satisfy the intent of this Safety Recommendation which is now classified as "Closed--Acceptable Action."

From: FAA
To: NTSB
Date: 9/1/1989
Response: ON AUGUST 3, 1989, THE FAA ISSUED ACTION NOTICE 8400.5, AUTHORIZATION FOR THE USE OF SPECIAL INSTRUMENT APPROACH PROCEDURES FOR FAR PARTS 121 AND 135 AIR CARRIERS. THIS ACTION NOTICE PROVIDES GUIDANCE TO FAA INSPECTORS IN DETERMINING CERTIFICATE MANAGEMENT RESPONSIBILITY FOR AUTHORIZING THE USE OF AN APPROVED SPECIAL INSTRUMENT APPROACH PROCEDURE FOR 14 CFR PARTS 121 AND 135 OPERATORS.

From: NTSB
To: FAA
Date: 7/28/1989
Response: The accident indicated that an approach, though meeting applicable criteria, may not be safe the way it is actually flown. Safety Recommendation A-89-3 addressed FAA oversight of the manner in which approaches are flown, and was directed at the principal operations inspector's (POI) familiarity with how an instrument approach is conducted in revenue transport flight. The FAA's response, however, is an explanation of how an approach is approved in accordance with applicable Terminal Instrument Procedures criteria. We await the issuance of the FAA's action notice on this subject to determine to what extent our concerns are addressed. This recommendation is classified as "Open--Unacceptable Action."

From: FAA
To: NTSB
Date: 5/23/1989
Response: "--THE FAA DOES NOT PLAN TO REQUIRE PRINCIPAL OPERATIONS INSPECTORS TO UNDERGO TERPS CRITERIA TRAINING NOR TO REQUIRE PRINCIPAL OPERATIONS INSPECTORS TO PERSONALLY OBSERVE EACH PROPOSED SPECIAL IAP. THE FAA WILL, HOWEVER, ISSUE AN ACTION NOTICE WHICH WILL DESCRIBE THE PRINCIPAL OPERATIONS INSPECTORS' RESPONSIBILITY AND AUTHORITY IN AUTHORIZING THE USE OF SPECIAL IAP'S FOR 14 CFR PART 135 OPERATORS. THIS ACTION NOTICE WILL ADDRESS CRITERIA FOR AN OPERATIONAL REVIEW BY THE OPERATOR'S PRINCIPAL OPERATIONS INSPECTOR, AS WELL AS PROVIDE GUIDELINES FOR OBSERVING INFLIGHT VALIDATION TESTS BY FAA-QUALIFIED OPERATIONS INSPECTORS.--"