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Safety Recommendation Details

Safety Recommendation A-76-091
Details
Synopsis: ON APRIL 1, 1976, HUGHES AIRWEST FLIGHT 5 AND NORTHWEST AIRLINES FLIGHT 603 ALMOST COLLIDED IN MIDAIR OVER THE SPOKANE INTERNATIONAL AIRPORT, SPOKANE, WASHINGTON. THE NATIONAL TRANSPORTATION SAFETY BOARD'S INVESTIGATION OF THE NEAR COLLISION REVEALED THAT BOTH FLIGHTCREWS MISUNDERSTOOD THE RADAR SERVICES BEING PROVIDED BY FAIRCHILD AIR FORCE BASE RAPCON AND SPOKANE TOWER. THE SPOKANE TOWER IS NOT RADAR EQUIPPED AND FAIRCHILD RAPCON IS CAPABLE ONLY OF PROVIDING LIMITED, LOW-ALTITUDE RADAR COVERAGE OF THE AIRPORT BECAUSE OF BLIND SPOTS.
Recommendation: REVISE THE AIRMAN'S INFORMATION MANUAL SO THAT THE AVIATION COMMUNITY WILL NOT BE MISLED REGARDING RADAR APPROACH CONTROL SERVICES AT LOCATIONS WHERE THE TOWER CAB IS NOT RADAR EQUIPPED AND THE APPROACH CONTROL FACILITY HAS LIMITED, LOW-ALTITUDE RADAR COVERAGE CAPABILITY.
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Alternate Action
Mode: Aviation
Location: Spokane, WA, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: SEA761S041
Accident Reports: Near Midair Collision, Hughes Airwest Douglas DC-9, N9333, and Northwest Airlines, Inc., Douglas DC-10, N148US
Report #: AAR-76-18
Accident Date: 4/1/1976
Issue Date: 6/25/1976
Date Closed: 6/16/1977
Addressee(s) and Addressee Status: FAA (Closed - Acceptable Alternate Action)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 7/5/1977
Response: This is to inform you that the ntsb, by formal board action, has closed out the following safety recommendation: a-76-91, dated 7-15-76, criteria closed--acceptable alternate action.

From: FAA
To: NTSB
Date: 2/28/1977
Response: Several months prior to our response to recommendation a-76-91, we recognized this difference and initiated a change to the air traffic control handbook which made it consistent with the information contained in the aim. This change to the air Data Source: NTSB Recommendations to FAA and FAA Responses traffic control handbook became effective october 1, 1976. Since that time, given the same circum- stances as existed at spokane at the time of the incident, controllers have been required to specifically inform aircraft when radar service is terminated. We believe the objective of recommendation a-76-91 was accomplished throughthis change and plan no further action.

From: NTSB
To: FAA
Date: 2/8/1977
Response: We have reviewed your response to our recommendation a-76-91. As you know, the recommendation resulted from our investigation of a near midair collision involving hughes airwest flight 5 and northwest airlines flight 603 over the spokane international airport, spokane, washington, on april 1, 1976. We offer the following comments for your consideration. . . . air traffic control supervisory personnel who assisted in the investigation maintained that there was no requirement for the fairchild rapcon controller to advise the pilot of hughes airwest flight 5 regarding the termination of radar service when the flight was released to the tower near the outer marker.

From: FAA
To: NTSB
Date: 10/13/1976
Response: (77/02/28) AFTER THE INCIDENT, A CHANGE IN THE ATC HANDBOOK WAS INITIATED TO MAKE IT CONSISTENT WITH THE INFORMATION CONTAINED IN THE AIM. THIS CHANGE BECAME EFFECTIVE ON 10/1/76. CONTROLLERS ARE NOW REQUIRED TO INFORM PILOTS WHEN RADAR SERVICE IS TERMINATED.