MNG A306 at Brize on Nov 18th 2011, loss of separation with a helicopter
Last Update: July 12, 2012 / 14:15:56 GMT/Zulu time
The British AAIB released their bulletin concluding the probable cause of the incident was:
The Airprox occurred due to the misunderstanding by the A300 crew of the meaning of the ATC instruction Â‘CLIMB OUT RESTRICTION TWO THOUSAND TWO HUNDRED FEETÂ’, which they took to mean the runway length reduction when making an intersection departure from holding point Echo. They therefore did not change their selected target altitude from 8,000 ft to the required 2,200 ft. Contributory factors were that this phrase was not standard RT phraseology and the A300 crew omitted to provide their departure information on initial contact with the approach controller.
The AAIB analysed that the tower controller did not use standard radiotelephony phraseology when he issued the climb out restriction. Although both Turkish crew with good working knowledge of English were familiar with the phrase "climb out restriction" they did not register this clearance as an altitude restriction.
About 32 seconds after the A300 crew had reported on the frequency of the departure controller the aircraft had already climbed through 2,200 feet and was coming into conflict with the helicopter, the departure controller queried the passing altitude and saw the radar returns of the Chinook and the A300 merge on his display.
As an immediate safety action Brize Norton stopped to use the phrase "Climb out Restriction".
The AAIB recommended to the Ministry of Defence to ensure standard radiotelephony phraseology is being used and to review the policy of selecting Mode-C on military aircraft transponders although Mode-S would be available to ensure best available TCAS performance.
This article is published under license from Avherald.com. © of text by Avherald.com.
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