Cerea Beal, Jr., and First Officer Shanda Fanning.Today, two large splotches of thinned grass visible from Tarrant Huffman and Airport roads are the only visible scars of the impact.One year later, the National Transportation Safety Board is wrapping up its investigation, some changes have occurred with how airlines deal with the airport and many of the airport's neighbors still looking for a solution to living in the shadow of daily flights.The plane clipped trees and power lines, then crashed into a hillside near Tarrant Huffman and Treadwell roads in the Airport Highlands neighborhood. Flight status, tracking, and historical data for United Parcel Service 1334 (5X1334/UPS1334) including scheduled, estimated, and actual departure and arrival times. The captain was the pilot flying and the first officer was the pilot monitoring. Further, because of the meaningless FMC glidepath, the vertical deviation indicator (VDI), which is the primary source of vertical path correction information, would have been pegged at the top of its scale (a full-scale deflection), indicating the airplane was more than 200 ft below the (meaningless) glidepath. However, although the flight plan for the approach had already been entered in the FMC, the captain did not request and the first officer did not verify that the flight plan reflected only the approach fixes; therefore, the direct-to-KBHM1 leg that had been set up during the flight from Louisville remained in the FMC. Further, during the flight, information about variable ceilings at the airport was not provided to the flight crew.The National Transportation Safety Board determines that the probable cause of this accident was the flight crew's continuation of an unstabilized approach and their failure to monitor the aircraft's altitude during the approach, which led to an inadvertent descent below the minimum approach altitude and subsequently into terrain. 16152176n. A go-around is not required for a “dive and drive” approach until the airplane reaches the missed approach point at the minimum descent altitude and the runway is not in sight.
Abstract: This report discusses the August 14, 2013, accident involving an Airbus A300-600, N155UP, operating as UPS flight 1354, which crashed short of runway 18 during a localizer nonprecision "Nah, a thunderstorm doesn't sound like that," thought Lumumba, 38.It wasn't until cars streamed by his house about 20 minutes later that he learned what the rumble was. They were the only people aboard the aircraft. Aviation Safety Network accident ID. stated in. 0 references. Please enable scripts and reload this page.Crash During a Nighttime Nonprecision Instrument Approach to Landing, UPS Flight 1354 "If you take the neighborhood from people, you're stripping them of something major," he said, adding that he would be more interested in building up remaining areas.An NTSB spokesman said the agency is in the final stages of its investigation, though details of any findings weren't released.The public got a glimpse of some of what the board has been working on in February, about six months after the crash, when NTSB board members heard a full day of testimony related to the investigation.Investigators disclosed that as of that time, there wasn't anything out of the ordinary with the plane, its systems or the ground proximity alerting system.The board discussed dispatch and approach procedures and the use of autopilot, among other potential factors in the crash -- avoiding giving any analysis of their findings to date.Pilot fatigue was one of the issues that received a large amount of attention.UPS officials testified its pilots do safety briefings before each flight and pilots can be rescheduled if tired. Because the airplane was descending in vertical speed mode without valid vertical path guidance from the VDI, it became even more critical for the flight crew to monitor their altitude and level off at the minimum descent altitude. It makes for compelling video with a focus on facts rather than drama.This is the first video but the NTSB plans to produce them as standard for major accidents in the future.
20130814-0. 0 references . The crew were killed and the aircraft destroyed in what was an entirely avoidable crash. BabelNet. The first officer made the required 1,000-ft above-airport-elevation callout, and the captain noted that the decision altitude was 1,200 ft msl but maintained the 1,500 fpm descent rate. When the autopilot did not engage in profile mode, the captain changed the autopilot mode to the vertical speed mode, yet he did not brief the first officer of the autopilot mode change.
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Abstract: This report discusses the August 14, 2013, accident involving an Airbus A300-600, N155UP, operating as UPS flight 1354, which crashed short of runway 18 during a localizer nonprecision "Nah, a thunderstorm doesn't sound like that," thought Lumumba, 38.It wasn't until cars streamed by his house about 20 minutes later that he learned what the rumble was. They were the only people aboard the aircraft. Aviation Safety Network accident ID. stated in. 0 references. Please enable scripts and reload this page.Crash During a Nighttime Nonprecision Instrument Approach to Landing, UPS Flight 1354 "If you take the neighborhood from people, you're stripping them of something major," he said, adding that he would be more interested in building up remaining areas.An NTSB spokesman said the agency is in the final stages of its investigation, though details of any findings weren't released.The public got a glimpse of some of what the board has been working on in February, about six months after the crash, when NTSB board members heard a full day of testimony related to the investigation.Investigators disclosed that as of that time, there wasn't anything out of the ordinary with the plane, its systems or the ground proximity alerting system.The board discussed dispatch and approach procedures and the use of autopilot, among other potential factors in the crash -- avoiding giving any analysis of their findings to date.Pilot fatigue was one of the issues that received a large amount of attention.UPS officials testified its pilots do safety briefings before each flight and pilots can be rescheduled if tired. Because the airplane was descending in vertical speed mode without valid vertical path guidance from the VDI, it became even more critical for the flight crew to monitor their altitude and level off at the minimum descent altitude. It makes for compelling video with a focus on facts rather than drama.This is the first video but the NTSB plans to produce them as standard for major accidents in the future.
20130814-0. 0 references . The crew were killed and the aircraft destroyed in what was an entirely avoidable crash. BabelNet. The first officer made the required 1,000-ft above-airport-elevation callout, and the captain noted that the decision altitude was 1,200 ft msl but maintained the 1,500 fpm descent rate. When the autopilot did not engage in profile mode, the captain changed the autopilot mode to the vertical speed mode, yet he did not brief the first officer of the autopilot mode change.
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