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on the door mat and the aircraft floor area around the mat. The commander, a training captain, operated as Pilot Flying (PF) in the right-hand seat. A trainee captain, operating one of his first line training flights on this aircraftOpen official document at PDF page 2AAIB final report: G-ONEE
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inoperative (Figure 1). It states ‘Avoid icing conditions' which ‘may result in unreliable captain's… standby… [and] first-officer's flight instrument indications'. The commander requested radar vectors while maintaining FL250, saying “we'd like to stay clear of icing… as besOpen official document at PDF page 3AAIB final report: G-ONEE
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downloaded. Instrument readings recorded by the FDR are predominantly sourced from the captain's side. This is a limitation during periods where there is a potential difference between the captain's and co-pilot's instrument readings such as flying through icing conditionOpen official document at PDF page 6AAIB final report: G-ONEE
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Bulletin: G-ONEE AAIB-29853 it was iced, is consistent with pitot probe icing. Only the captain's IAS, nominally from the left Air Data Computer (ADC), was recorded. However, faults recorded by the AHM indicated that at some point between 0849 hrsOpen official document at PDF page 10AAIB final report: G-ONEE
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probes and four flush static ports. The airspeed and altitude information on both the captain's and co-pilot's Primary Flight Displays are determined based on the pitot and static pressures sensed by the four combined pitot-static probes. The airspeed and altitudeOpen official document at PDF page 15AAIB final report: G-ONEE
Printed page label not indexed. PDF page 19.
AAIB Bulletin: G-ONEE AAIB-29853 ‘Use of Captain's Discretion The flight crew must be aware that checklists cannot be created for all conceivable situations and are not intended to replace good judgment. In some situations, atOpen official document at PDF page 19AAIB final report: G-ONEE