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Investigators Looks at Landing System and Pilot Fatigue in UPS Cargo Jet August Crash
The crew of a U.P.S. cargo jet that crashed on approach to Birmingham, Ala., last August had planned to land by using a method that was rare for them, following a computer-generated path to give vertical guidance, according to testimony given Thursday at a National Transportation Safety Board hearing. But the crew changed its strategy in the last minutes because the on-board computer did not perform as they had planned, investigators said. (www.nytimes.com) Más...Sort type: [Top] [Newest]
A lot has been said about automation these days, and while it is good, I have always maintained that it is there as a TOOL, not a CRUTCH. There is nothing better than knowing how to FLY THE PLANE.
Sounds by the transcripts that they were surprised by the terrain, which they apparently didn't see in the dark.
Even after the sink rate warnings, they could heard reporting that they could see the runway up ahead all lit up.
Even after the sink rate warnings, they could heard reporting that they could see the runway up ahead all lit up.
No precision approach for that runway. They saw the runway but continued to sink too fast and didn't realize it until at the last minute when they found the terrain.
They only realized they were at terrain as they heard tree branches breaking as they crashed through them. Talk about not seeing the terrain.
Note that they walked off the plane but still succumbed to their injuries sustained while crashing, even though they were strapped into their seats. That should provide some insights into the survivability of injuries of similar accidents on approach, such as Asiana 214.
UPS 1354 was still a mile out from runway so traveling at a faster speed than Asiana 214 (which was stalling out due to going too slow). The higher energy being dissipated in the UPS crash from the higher speeds led to the pilots succumbing to their injuries, despite living through the crash and evacuating.
Ejections also provide greater injury and higher likelihood of fatality. So the ejected passengers on Asiana 214 were injured not only from the crash impact but also the impact after ejection.
Note that they walked off the plane but still succumbed to their injuries sustained while crashing, even though they were strapped into their seats. That should provide some insights into the survivability of injuries of similar accidents on approach, such as Asiana 214.
UPS 1354 was still a mile out from runway so traveling at a faster speed than Asiana 214 (which was stalling out due to going too slow). The higher energy being dissipated in the UPS crash from the higher speeds led to the pilots succumbing to their injuries, despite living through the crash and evacuating.
Ejections also provide greater injury and higher likelihood of fatality. So the ejected passengers on Asiana 214 were injured not only from the crash impact but also the impact after ejection.
Sad part of all this is that this would probably not have happened if it had been a daylight approach. Although the terrain is published and the had the audible warnings, as with a lot of these wrong airport landings that have happened lately, they were looking at lights. Somewhere in there, those lights disappeared and the terrain came up and got them.
It does not say the runway was in sight that entire time, although it could have been and they just dismissed the terrain warning on account of that. Haven't done 18 at BHM in a long time but I remember kinda steep on account of that terrain.
The runway was always visible. Even after the audible sink rate warnings, the pilots reported seeing the runway up ahead.
They were surprised by the sounds of tree branches breaking. Only after the sounds of hitting the trees, did a pilot yell out, 'Oh -----!'
They obviously could see the lit runway but not the dark terrain in the darkness of pre-dawn flight.
CFIT - they were still flying at speed. Had they been aware of the terrain (if they could see the hill) they could've gotten to TOGA thrust faster than Asiana 214 who were starting from idled engines and impending stall speed.
These pilots could've saved themselves if they could've seen the terrain. There should be highly visible warning lights on hills on approach path to runways being used in darkness (even if only for the 10 minutes that a plane is approaching the runway).
They were surprised by the sounds of tree branches breaking. Only after the sounds of hitting the trees, did a pilot yell out, 'Oh -----!'
They obviously could see the lit runway but not the dark terrain in the darkness of pre-dawn flight.
CFIT - they were still flying at speed. Had they been aware of the terrain (if they could see the hill) they could've gotten to TOGA thrust faster than Asiana 214 who were starting from idled engines and impending stall speed.
These pilots could've saved themselves if they could've seen the terrain. There should be highly visible warning lights on hills on approach path to runways being used in darkness (even if only for the 10 minutes that a plane is approaching the runway).
The runway was always visible. Even after the audible sink rate warnings, the pilots reported seeing the runway up ahead.
They were surprised by the sounds of tree branches breaking. Only after the sounds of hitting the trees, did a pilot yell out, 'Oh -----!'
They obviously could see the lit runway but not the dark terrain in the darkness of pre-dawn flight.
CFIT - they were still flying at speed. Had they been aware of the terrain (if they could see the hill) they could've gotten to TOGA thrust faster than Asiana 214 who were starting from idled engines and impending stall speed.
These pilots could've saved themselves if they could've seen the terrain. There shoukd be warning lights on hills
They were surprised by the sounds of tree branches breaking. Only after the sounds of hitting the trees, did a pilot yell out, 'Oh -----!'
They obviously could see the lit runway but not the dark terrain in the darkness of pre-dawn flight.
CFIT - they were still flying at speed. Had they been aware of the terrain (if they could see the hill) they could've gotten to TOGA thrust faster than Asiana 214 who were starting from idled engines and impending stall speed.
These pilots could've saved themselves if they could've seen the terrain. There shoukd be warning lights on hills
Kinda cold, but pilots get paid to fly. Terrain warnings are published. They may not have been that familiar with 18 and that approach; all the more reason to pay attention. The surprise factor shows that they were not. Maybe there was an ASSUME factor in there that it was a clear approach.
Yeah, I know what you're saying.
Could've been a fatigue thing and unexpected change in runway, due to the overnight maintenance. They usually use the longer runway with ILS available and without the hills.
They probably planned their flight into BHM on 24, their normal runway that is 5,000 ft longer. But 18 at about 7,000 is just over half as long as 24.
The pilots may have been more concerned about wasting concrete than concerned about terrain. Must've missed on their plates if they web looked at them. Clearly didn't do a good enough job of checking their plates before approach.
But they still had their PAPI lights to help them not drop below the published glide slope.
Could've been a fatigue thing and unexpected change in runway, due to the overnight maintenance. They usually use the longer runway with ILS available and without the hills.
They probably planned their flight into BHM on 24, their normal runway that is 5,000 ft longer. But 18 at about 7,000 is just over half as long as 24.
The pilots may have been more concerned about wasting concrete than concerned about terrain. Must've missed on their plates if they web looked at them. Clearly didn't do a good enough job of checking their plates before approach.
But they still had their PAPI lights to help them not drop below the published glide slope.
If they EVEN looked at them.
They were coming straight in to BHM on a 180 heading or most of their flight. May have been lulled into a false sense of security.
They were coming straight in to BHM on a 180 heading or most of their flight. May have been lulled into a false sense of security.
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