Like *** mash closer to this thing here number four robert a bit.
Sunday marks 9 years since the UPS plane crash in Birmingham, Alabama
Sunday marks the nine anniversary of the UPS plane crash tragedy in Birmingham, Alabama. At 4:47 a.m. on August 14, 2013, a UPS cargo plane with two pilots on board crashed while on approach to Birmingham-Shuttlesworth International Airport. The captain of flight 1354, Cerea Beal Jr., 58, and the first officer, Shanda Fanning, 37, were killed. The National Transportation Safety Board (NTSB) conducted a thorough investigation into the accident and announced that the probable cause of the accident was due to an unstabilized approach and the aircraft descending below the minimum descent altitude when the track was not yet visible. Watch the video above to see archived footage from the crash scene. The NTSB also said the following factors contributed to the accident: The flight crew’s inability to properly configure and check the flight management computer for the profile approach The captain’s inability to communicate his intentions to the first officer once it became apparent that the vertical profile had not been captured the expectation of the crew that they would emerge from the clouds at 1,000 feet above ground level on failure of the first officer to make the minimum required callouts the pilot-in-command’s performance deficiencies, likely due to factors including, but not limited to, fatigue, distraction, or confusion, consistent with the performance deficiencies exhibited during the flight. trainingCo-pilot’s fatigue due to acute sleep loss resulting from his ineffective management of off hours N155UP, crashed short of Runway 18 during a localizer non-precision approach to Runway 18 at Birmingham – Shuttlesworth International Airport (BHM), Birmingham, Alabama. The captain and first officer were fatally injured and the aircraft was destroyed by impact forces and post-crash fires. The planned cargo flight was operating under the provisions of Part 121 of the Code of Federal Regulations 14 on an instrument flight rules flight plan, and dark night visual flight conditions prevailed at the airport; variable instrument meteorological conditions with a variable ceiling were present north of the airport on the approach path at the time of the accident. The flight departed Louisville-Standiford Field International Airport, Louisville, Kentucky, at approximately 5:03 a.m. Eastern Daylight Time. A notice to airmen in effect at the time of the accident stated that runway 06/24, the longest runway available at the airport and the one with a precision approach, would be closed from 0400 to 0500 CDT. Since the flight’s estimated time of arrival was 0451, only the shorter runway 18 with a non-precision approach was available to the crew. The weather forecast at BHM indicated that the low ceilings on arrival required an alternate airport, but the dispatcher did not discuss the low ceilings, the single approach option to the airport, or the reopening of the runway 06/24 around 0500 with the flight crew. Additionally, during the flight, no information about variable ceilings at the airport was provided to the flight crew.” —PDF: NTSB Panel Chairman Factual Report——
Sunday marks the nine anniversary of the UPS plane crash tragedy in Birmingham, Alabama.
At 4:47 a.m. on August 14, 2013, a UPS cargo plane with two pilots on board crashed while on approach to Birmingham-Shuttlesworth International Airport. The captain of flight 1354, Cerea Beal Jr., 58, and the first officer, Shanda Fanning, 37, were killed.
The National Transportation Safety Board (NTSB) conducted a thorough investigation in the accident and announced that the probable cause of the accident was due to an unstabilized approach and the aircraft’s descent below the minimum descent altitude when the runway was not yet visible.
Watch the video above to see archived footage from the crash scene.
The NTSB also said the following factors contributed to the accident:
- The flight crew did not properly configure and verify the flight management computer for the profile approach
- The captain’s failure to communicate his intentions to the first officer once it became apparent that the vertical profile had not been captured
- The flight crew’s expectation that they would emerge from the cloud at 1,000 feet [300 m] above ground level [due to incomplete weather information]
- Failure of the first officer to make the minimum required announcements
- Captain’s performance flaws, likely due to factors such as, but not limited to, fatigue, distraction, or confusion, consistent with the performance flaws exhibited during training
- The first officer’s fatigue due to acute sleep loss resulting from his ineffective management of off-duty hours
NTSB: WHAT HAPPENED
“On August 14, 2013, at approximately 0447 Central Daylight Time (CDT), UPS Flight 1354, an Airbus A300-600, N155UP, crashed short of Runway 18 during a localizer non-precision approach to Runway 18 at Birmingham-Shuttlesworth International Airport (BHM), Birmingham, Alabama The captain and first officer were fatally injured, and the aircraft was destroyed by impact forces and fire The planned cargo flight was operating under the provisions of the 14 Code of Federal Regulations Part 121 on an instrument flight rules flight plan, and dark night visual flight conditions prevailed at the airport. variable instrument meteorological conditions with a variable ceiling were present north of the airport on the approach path at the time of the accident.The flight originated from Louisville-Standiford Field International Airport, Louisville, Kentucky, approximately 5:03 a.m. daylight saving time ballast. A notice to airmen in effect at the time of the accident stated that Runway 06/24, the longest runway available at the airport and the one with a precision approach, would be closed from 0400 to 0500 CDT. Since the flight’s estimated time of arrival was 0451, only the shorter runway 18 with a non-precision approach was available to the crew. The weather forecast at BHM indicated that the low ceilings on arrival required an alternate airport, but the dispatcher did not discuss the low ceilings, the single approach option to the airport, or the reopening of the runway 06/24 around 0500 with the flight crew. Additionally, during the flight, information about variable ceilings at the airport was not provided to the flight crew.”
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PDF: NTSB Group Chairman Factual Report
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