Secret Squirrel
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UPS Airbus down in Birmingham
- Thread starter splatt
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metrodriver
No jobs anymore in here??
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Whine Lover
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------------------------------------------------------------------------
Cliff,
Extremely interesting ....For those of us w/out a subscription to the link you provided, could you cut and paste the full body of the article here?
Thanks,
Whine
HalinTexas
昇る太陽の土&#
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"Baro-VNAV." What was the altimeter setting? If it was low, say 29.5something, and they didn't correct for it or their system didn't, it could cause trouble.
I used to fly J32's/J41's in there and never used that runway very much at all.
Once again, I think this will be combination of factors.
I used to fly J32's/J41's in there and never used that runway very much at all.
Once again, I think this will be combination of factors.
Golden Falcon
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Golden Falcon
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in any case vdp would me at least mda+50
embpic1
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Has anyone figured out if UPS plates show this approach is available at night? I looked at our company plates and it is identical to the one on this thread. Night is NA for cat C&D. As far as the confusion with the notes regarding night being authorized with the VGSI operative, could this note be a note for all categories? What I mean is the plate we have seen is only for cat C&D aircraft which prohibits this approach at night. I would think this note probably applies to cat A&B aircraft which is on another plate.
Bit off topic but I bought one of these for my wife, arrived yesterday : http://usa.freesetglobal.com/26-memorial-tees
The company lost their entire supply for the year on the aircraft, but they've made these shirts and are donating the profit to the families of the pilots.
The company lost their entire supply for the year on the aircraft, but they've made these shirts and are donating the profit to the families of the pilots.
THEPRFCT10
Throttle to Thrust Lever!
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belchfire
unpredictable member
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I'm not sure what UPS's procedures or the A-300 vnav capabilities are but in general-
Having a published FMS vnav glidepath (not sure how their boxes were loaded), a papi, vasi or ILS to a runway should provide terrain clearance.
For constructed vnav glidepaths the existence of a vasi, papi or ILS indicates the runway is surveyed and terrain clearance is supposed to be assured for constant descent vnav operations to a DA in lieu of a MDH...
Having a published FMS vnav glidepath (not sure how their boxes were loaded), a papi, vasi or ILS to a runway should provide terrain clearance.
For constructed vnav glidepaths the existence of a vasi, papi or ILS indicates the runway is surveyed and terrain clearance is supposed to be assured for constant descent vnav operations to a DA in lieu of a MDH...
lowtimedriver
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Airport trid to reopen runway before UPS jet crash
http://news.yahoo.com/airport-trid-reopen-runway-ups-jet-crash-145409984.html
BIRMINGHAM, Ala. (AP) ? An audio recording from the control tower at Birmingham's airport shows workers were trying to reopen the main runway when a UPS cargo jet crashed while trying to land on an alternate runway, killing two pilots.
The recording, posted on the Federal Aviation Administration's website, shows an air traffic controller asked a Birmingham Airport Authority worker about reopening the runway less than two minutes before the Airbus A300-600 jet went down shortly before dawn Aug. 14.
The main 12,000-foot runway was closed for maintenance at the time and the UPS aircraft crashed while attempting to land on a shorter 7,000-foot runway at Birmingham-Shuttlesworth International Airport that lacks the most advanced guidance equipment. The jet clipped trees and slammed into a hill less than a mile from the end of the runway.
The recording shows a cargo jet from UPS competitor FedEx landed safely on the main runway just a few minutes after the crash.
The recording will be part of the evidence as the National Transportation Safety Board conducts a hearing set for Feb. 20 in Washington to determine the likely cause of the crash.
The main runway, which had a more complete guidance system, was closed for maintenance on its lights during the crash, which occurred about 15 minutes before the main runway was supposed to reopen.
Pilots consider the approach to the shorter runway to be more tricky because of the lack of full instrumentation and a large hill at the end of the runway, but the NTSB has not indicated whether the runway's configuration might have been a factor.
On the audio recording, UPS First Officer Shanda Fanning is heard talking with an air traffic controller in the Birmingham tower about the aircraft's approach. The controller tells her the primary runway is still closed and asks if they want to land on Runway 18.
"Yes sir, the localizer 18 will work," Fanning says.
About 45 seconds after he clears the UPS flight to land, the controller is heard asking an airport worker about getting the main runway back in operation.
"Airport 12 are, uh, we, uh, on schedule to open back up at (5 a.m.)?" he asks.
"Affirm, they're very close to the end right now," answers the airport worker, apparently speaking from a vehicle near the runway.
Less than two minutes later, the airport worker calls back to the tower: "Tower, Airport 12. Did you see that?"
The tower responds: "Airport 12, there's a crash. UPS 1354 heavy crashed, uh, on the hill."
The pilot of a FedEx cargo jet that also was in the air approaching the airport radioed in that he had reduced his speed. That aircraft landed safely on the main runway just moments after it reopened.
The UPS wreckage was in flames by then, lighting up the sky on a drizzly, overcast morning. As airport vehicles rushed away from the central part of the field to the site, one worker struggled to understand what had happened.
"Are we clear to go to our standby positions?" asked a worker from the fire unit at the Alabama Air National Guard installation.
"The aircraft is not coming to the airport," the controller answered.
"So it's already crashed?" asked the Guard worker.
"Affirmative," said the controller.
Investigators from the NTSB have said they did not find any mechanical problems with the A300-600, manufactured by Airbus. The NTSB has said the hearing later this month will review landing procedures, training, adherence to standard operating procedures and proficiency.
The hearing also will examine human factors including decision-making, communication between pilots, fatigue and fitness for duty. The board said it will review UPS dispatch procedures and software limitations.
http://news.yahoo.com/airport-trid-reopen-runway-ups-jet-crash-145409984.html
BIRMINGHAM, Ala. (AP) ? An audio recording from the control tower at Birmingham's airport shows workers were trying to reopen the main runway when a UPS cargo jet crashed while trying to land on an alternate runway, killing two pilots.
The recording, posted on the Federal Aviation Administration's website, shows an air traffic controller asked a Birmingham Airport Authority worker about reopening the runway less than two minutes before the Airbus A300-600 jet went down shortly before dawn Aug. 14.
The main 12,000-foot runway was closed for maintenance at the time and the UPS aircraft crashed while attempting to land on a shorter 7,000-foot runway at Birmingham-Shuttlesworth International Airport that lacks the most advanced guidance equipment. The jet clipped trees and slammed into a hill less than a mile from the end of the runway.
The recording shows a cargo jet from UPS competitor FedEx landed safely on the main runway just a few minutes after the crash.
The recording will be part of the evidence as the National Transportation Safety Board conducts a hearing set for Feb. 20 in Washington to determine the likely cause of the crash.
The main runway, which had a more complete guidance system, was closed for maintenance on its lights during the crash, which occurred about 15 minutes before the main runway was supposed to reopen.
Pilots consider the approach to the shorter runway to be more tricky because of the lack of full instrumentation and a large hill at the end of the runway, but the NTSB has not indicated whether the runway's configuration might have been a factor.
On the audio recording, UPS First Officer Shanda Fanning is heard talking with an air traffic controller in the Birmingham tower about the aircraft's approach. The controller tells her the primary runway is still closed and asks if they want to land on Runway 18.
"Yes sir, the localizer 18 will work," Fanning says.
About 45 seconds after he clears the UPS flight to land, the controller is heard asking an airport worker about getting the main runway back in operation.
"Airport 12 are, uh, we, uh, on schedule to open back up at (5 a.m.)?" he asks.
"Affirm, they're very close to the end right now," answers the airport worker, apparently speaking from a vehicle near the runway.
Less than two minutes later, the airport worker calls back to the tower: "Tower, Airport 12. Did you see that?"
The tower responds: "Airport 12, there's a crash. UPS 1354 heavy crashed, uh, on the hill."
The pilot of a FedEx cargo jet that also was in the air approaching the airport radioed in that he had reduced his speed. That aircraft landed safely on the main runway just moments after it reopened.
The UPS wreckage was in flames by then, lighting up the sky on a drizzly, overcast morning. As airport vehicles rushed away from the central part of the field to the site, one worker struggled to understand what had happened.
"Are we clear to go to our standby positions?" asked a worker from the fire unit at the Alabama Air National Guard installation.
"The aircraft is not coming to the airport," the controller answered.
"So it's already crashed?" asked the Guard worker.
"Affirmative," said the controller.
Investigators from the NTSB have said they did not find any mechanical problems with the A300-600, manufactured by Airbus. The NTSB has said the hearing later this month will review landing procedures, training, adherence to standard operating procedures and proficiency.
The hearing also will examine human factors including decision-making, communication between pilots, fatigue and fitness for duty. The board said it will review UPS dispatch procedures and software limitations.
Golden Falcon
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DCAA320
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Well it looks like the good ole boys just flew into the ground.
Golden Falcon
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Yahhh.. I would GUESS...nobody was monitoring inside during the latter stages of the approach...common cause of CFIT during non-precision approaches
DieselDragRacer
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Pilots reported fatigue, erred in UPS jet crash
WASHINGTON ?
The pilots of a UPS cargo jet that crashed last August complained of tiring work schedules at the start of the fatal flight, and then made errors shortly before the plane flew into a hillside and burst into flames, according to information presented at a hearing Thursday.
The plane was also equipped with an outmoded warning system to alert pilots when they are in danger of flying into the ground, according to information presented to the National Transportation Safety Board.
Both pilots were killed in the predawn crash as they attempted to land at Birmingham-Shuttlesworth International Airport in Birmingham, Ala. The airport's main runway was closed for maintenance, so Captain Cerea Beal Jr. was trying to land on a second, much shorter runway that wasn't equipped with a full instrument landing system to help keep planes from coming in too high or too low.
UPS pilots land at airports without the aid of a full instrument landing system only about once or twice a year, company and union officials testified.
Beal may also have become confused by the Airbus A300-600's automated speed controls as the plane was descending, testimony indicated. The plane descended below the minimum safe altitude for its flight path. Moments later, there was an alert the plane about to collide with the hillside.
The pilots also failed to complete a last step in programming the plane's computer system for the landing. Without that step, the computer couldn't provide critical navigation help, witnesses said.
Beal had complained to First Officer Shanda Fannin shortly after the flight left Louisville, Ky., that cargo pilots aren't given as much time to rest between work shifts as federal regulations require for pilots at passenger airlines, according to a transcript of the flight's cockpit voice recorder.
Fannin agreed. She said she had a "good sleep" the previous night, but woke up tired anyway.
Regulations governing pilot hours "should be across the board," Beal said, "to be honest, in my opinion whether you are flying passengers or cargo or, you know, box of chocolates at night."
Beal had recently expressed concern about the schedules at the cargo carrier, according to a summary of investigators' interviews with witnesses.
"About 7 weeks before the accident, he told a colleague that the schedules were becoming more demanding because they were flying up to three legs per night," according to summary of interviews compiled by investigators. Beal said "I can't do this until I retire because it's killing me," and had a similar conversation with another colleague the night before the accident, the summary said.
However, Beal's wife told investigators he hadn't expressed reservations about UPS scheduling to her, it said.
UPS officials cautioned against concluding the pilots were fatigued and therefore prone to error.
"Crew rest is a complex concept. And for some, it's easy to jump to the conclusion that a pilot who flies at night must be tired," the company said in a statement. "It's also easy to presume that if they are tired, it's induced by their assigned work schedule. Neither is necessarily accurate."
NTSB Chairman Deborah Hersman warned UPS and union officials that they risk their status as parties in the board's investigation if they publicly interpret facts presents in the case.
The safety board has long expressed concern about operator fatigue, saying the problem shows up repeatedly in accidents across all modes of transportation ? planes, trains, cars, trucks and ships. Fatigue can erode judgment, slow response times and lead to errors much as alcohol can.
Two years ago, the Federal Aviation Administration issued new rules aimed at ensuring airline pilots have sufficient rest. FAA officials had proposed including cargo airlines in draft regulations, but exempted them when final regulations were released, citing cost. Cargo carriers, who do much of their flying at night, strongly opposed the regulations. FAA officials estimated the regulations would cost $550 million over 12 years if applied to cargo airlines; the Independent Pilots Association, which represents UPS pilots, estimated the cost at $320 million.
The work shift of the UPS pilots killed in the crash began about 9 p.m. the previous day in Rockford, Ill., and took them to Peoria and then to Louisville, Ky. They were finishing their third and last scheduled leg when the plane slammed into the hillside just before 5 a.m.
Night shift workers frequently suffer fatigue, especially between the hours of 2 a.m. and 6 a.m. when the human body's circadian rhythms ? physical and behavioral changes that respond to light and darkness ? are telling the brain to sleep, according to sleep experts.
Studies show that 30 percent to 50 percent of night-shift workers report falling asleep at least once a week while on the job, according to Dr. Charles Czeisler, chief of sleep medicine at Brigham and Women's Hospital in Boston.
WASHINGTON ?
The pilots of a UPS cargo jet that crashed last August complained of tiring work schedules at the start of the fatal flight, and then made errors shortly before the plane flew into a hillside and burst into flames, according to information presented at a hearing Thursday.
The plane was also equipped with an outmoded warning system to alert pilots when they are in danger of flying into the ground, according to information presented to the National Transportation Safety Board.
Both pilots were killed in the predawn crash as they attempted to land at Birmingham-Shuttlesworth International Airport in Birmingham, Ala. The airport's main runway was closed for maintenance, so Captain Cerea Beal Jr. was trying to land on a second, much shorter runway that wasn't equipped with a full instrument landing system to help keep planes from coming in too high or too low.
UPS pilots land at airports without the aid of a full instrument landing system only about once or twice a year, company and union officials testified.
Beal may also have become confused by the Airbus A300-600's automated speed controls as the plane was descending, testimony indicated. The plane descended below the minimum safe altitude for its flight path. Moments later, there was an alert the plane about to collide with the hillside.
The pilots also failed to complete a last step in programming the plane's computer system for the landing. Without that step, the computer couldn't provide critical navigation help, witnesses said.
Beal had complained to First Officer Shanda Fannin shortly after the flight left Louisville, Ky., that cargo pilots aren't given as much time to rest between work shifts as federal regulations require for pilots at passenger airlines, according to a transcript of the flight's cockpit voice recorder.
Fannin agreed. She said she had a "good sleep" the previous night, but woke up tired anyway.
Regulations governing pilot hours "should be across the board," Beal said, "to be honest, in my opinion whether you are flying passengers or cargo or, you know, box of chocolates at night."
Beal had recently expressed concern about the schedules at the cargo carrier, according to a summary of investigators' interviews with witnesses.
"About 7 weeks before the accident, he told a colleague that the schedules were becoming more demanding because they were flying up to three legs per night," according to summary of interviews compiled by investigators. Beal said "I can't do this until I retire because it's killing me," and had a similar conversation with another colleague the night before the accident, the summary said.
However, Beal's wife told investigators he hadn't expressed reservations about UPS scheduling to her, it said.
UPS officials cautioned against concluding the pilots were fatigued and therefore prone to error.
"Crew rest is a complex concept. And for some, it's easy to jump to the conclusion that a pilot who flies at night must be tired," the company said in a statement. "It's also easy to presume that if they are tired, it's induced by their assigned work schedule. Neither is necessarily accurate."
NTSB Chairman Deborah Hersman warned UPS and union officials that they risk their status as parties in the board's investigation if they publicly interpret facts presents in the case.
The safety board has long expressed concern about operator fatigue, saying the problem shows up repeatedly in accidents across all modes of transportation ? planes, trains, cars, trucks and ships. Fatigue can erode judgment, slow response times and lead to errors much as alcohol can.
Two years ago, the Federal Aviation Administration issued new rules aimed at ensuring airline pilots have sufficient rest. FAA officials had proposed including cargo airlines in draft regulations, but exempted them when final regulations were released, citing cost. Cargo carriers, who do much of their flying at night, strongly opposed the regulations. FAA officials estimated the regulations would cost $550 million over 12 years if applied to cargo airlines; the Independent Pilots Association, which represents UPS pilots, estimated the cost at $320 million.
The work shift of the UPS pilots killed in the crash began about 9 p.m. the previous day in Rockford, Ill., and took them to Peoria and then to Louisville, Ky. They were finishing their third and last scheduled leg when the plane slammed into the hillside just before 5 a.m.
Night shift workers frequently suffer fatigue, especially between the hours of 2 a.m. and 6 a.m. when the human body's circadian rhythms ? physical and behavioral changes that respond to light and darkness ? are telling the brain to sleep, according to sleep experts.
Studies show that 30 percent to 50 percent of night-shift workers report falling asleep at least once a week while on the job, according to Dr. Charles Czeisler, chief of sleep medicine at Brigham and Women's Hospital in Boston.
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Golden Falcon
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BUDDHA145
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PF looking outside as he should on a LOC APP!!
I though that happens after PNF says at least "APP LIGHTS inside" or one of does required calls, or did I mis when the PNF says it?
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