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UPS Flight 1354 crash: Lessons to pilots
The National Transportation Safety Board released a new 8-minute video that focuses on the key lessons that pilots can learn from the investigation of a UPS cargo plane crash in Birmingham, Ala., in August 2013. (www.youtube.com) Más...Sort type: [Top] [Newest]
Based upon personal preference and observing the others that I flew with, most of the crews at my airline hand flew the jet to 10,000' to 15,000' before engaging the A/P. And on descent, turning it off at about 10,000'. There were exceptions... late at night, fatigued after a poor night's rest, abnormal situation to deal with, etc.
Most pilots that I know like to "fly" the jet, not just "manage" its systems. However, some get over enamored by the automation and depend on it too much.
Most pilots that I know like to "fly" the jet, not just "manage" its systems. However, some get over enamored by the automation and depend on it too much.
I think that "enamored" part and hand flying is just age. We had auto land but I always like to hand fly in/out to about 10 grand. Most cases, I wouldn't turn on AP til we got on top. Some 121 carriers though, require AP's to be on as low as 1 grand on takeoff so it is rough on them. Sounds like here they ignored everything and were really complacent about it. Somewhere in there they called the runway and were just going to slop it in. Somehow that pesky terrain came along though.
I am 100% in agreement with your age (generational) viewpoint. On the flip side, when the glass cockpits came of age in the 1980's and well into the late 1990's, it was a tougher transition for the older generation who had decades of steam gauge flying. By the 2000's, most of that transitioning had already been done and hurdle for the gray beards was pretty much behind them.
I think fatigue/back side of the clock flying had a part to play in this accident, as well. As you know, when your tired or dealing with the non-routine stuff that happens, it is the most important time to follow the procedures. to keep you from stubbing your toe or worse as in this instance.
I think fatigue/back side of the clock flying had a part to play in this accident, as well. As you know, when your tired or dealing with the non-routine stuff that happens, it is the most important time to follow the procedures. to keep you from stubbing your toe or worse as in this instance.
I started on a 707 in 1973 as FE; going to Captain around 81 after retirements, then to a 757 in 1986. That glass cockpit was a trip.
I transitioned from the MD-80 series to the 757/767 in the mid 90's, by then the training center had all the kinks worked out of the training program. Also, to make it a more natural transition than on today's all glass cockpits, those 757/767's only had the FMS's to master, no speed tapes or altitude tapes to become accustomed to using, just the PDF displays that were a natural follow on. Transitioning to the all glass cockpit took some getting use to for me.
It was still a trip. I didn't do the 767 until after I retired. I had speced the new one out but delivery was afterward time the mod folks got done with it. In my off time I had typed on CRJ 200 to do some fill in. They had bought one and I came back to fly it awhile and hire a good crew of newbys so I did the 67 while back up there. Once around the pattern and about 1/2 hour on the ground is all that transition took. I got all new crew hired and oriented and stayed kinda reserve until last April. Then besides the insulin, 65 in November killed it all anyway. Word on the street is that Lantas and other once per day insulin going to be eligible for waivers before long so my replacement is unofficially keeping me current in that King Air/CRJ200 and the 767 so I can grab a cert if that waiver comes down.
The airlines could use some of their baggage fee's etc: to pay for the flight time. Better yet do it on a regular loaded flight!