Somewhere in there they called the runway and were just going to slop it in. They just flatly weren't minding the store, and as the runway was called, I guess they were just going to slop it in.. As a result, it is a good example of why those procedures are there.The target audience of the video may well be the general public in recognition of the public interest that developed after some of the recent accidents. To attribute a series of errors reflecting a complex human factors breakdown to a simple narrative of complacency is not a sufficiently robust analysis to prevent recurrence.I don't think anybody is giving it short shrift, but in listening to the CVR, you cannot deny the complacency, for whatever reason. The Captain and his First Officer seemed fine during the flight but as they reached the final stages of the flight, they began to make mistakes.At 04:20 they listened to the Birmingham ATIS for airfield information.Birmingham Airport information Papa zero eight five three Zulu observation wind calm visibility one zero. It is a wonderful report though.Well, Preacher, somehow I missed it a month ago. It goes to show that even highly trained pilots can run into trouble. I had speced the new one out but delivery was afterward time the mod folks got done with it. seven thousand five hundred overcast. Your right about the new admins by then -- gonna be interesting. There was a clear error message which neither crew member paid any attention to. As Business First television partner WDRB-TV reported, the cause of the pilots’ death was listed as blunt force injuries during the crash. Flight status, tracking, and historical data for United Parcel Service 1354 (5X1354/UPS1354) including scheduled, estimated, and actual departure and arrival times. "You know it should be one level of safety for everybody. Cumulative fatigue is mild sleep restriction or extended hours awake across a series of days, which is what seems to be described for the first officer. "In the wake of the tragic deaths of Capt. There were exceptions... late at night, fatigued after a poor night's rest, abnormal situation to deal with, etc.I think that "enamored" part and hand flying is just age. This means that not only do they have the heavy workload at a point when their bodies are at a circadian low, but he’s just significantly increased the pace.DA is decision altitude. (courtesy Fawlty Towers). UPS Flight 1354's pilots were attempting to land along Runway 18, the shorter of the airport's to runways. This appears to have been the first notification the crew had that runway 6/24 was closed.With still half an hour to run, the Captain briefed his first officer for the non-precision approach into runway 18. Why did those cargo carriers want the exemption, nothing other then saving them MONEY.Fatigue may have been a factor but a good listen to the CVR shows out right complacency. The decision altitude for runway 18 is 1,200 feet above sea level. The crew knew they were above, not below, the glidepath at the final approach fix. Thanks for your comment.Actually, unless you have another name, you didn't post this one.

I'm curious, why would anybody want to eject this information? When it comes to using automation on approaches, trust but verify! I am only glad that the crew I hired last year was a bunch of hand bombers and not have to worry too much about it.I remember posting about Delta and I think a couple others were already sending some of their instructors to do the course. Are you perhaps planning a sequel titled “Why most planes do not crash”?Because, all said and done aviation still has an excellent overall safety record !Hmm, the video definitely has sound; make sure you don’t have youtube muted?And yes, the latter is implied.

National Transportation Safety Board Chairman Deborah Hersman delivers her opening statement during an investigative hearing on the Aug. 14, 2013, crash of UPS Flight 1354 near Birmingham-Shuttlesworth International Airport, Thursday, Feb. 20, 2014.U.S. (courtesy Fawlty Towers). UPS Flight 1354 crash: Lessons to pilots Submitted 5 years ago 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 … license to learn exemplified. It was clearly stated there was "excessive cell phone use" during the FO's rest period. “The crash of UPS Flight 1354 occurred about one-half mile north of Runway 18,” Kathleen Bergen, Federal Aviation Administration spokeswoman, told The Atlanta Journal-Constitution. of Transportation to voluntarily comply with the new commercial rules.Beal and Fanning were doing a non-precision approach into Birmingham, or one where pilots line up a plane with a runway and must hit proper altitude points while approaching the airport.The type of approach actually has become safer through automation, pilots testified Thursday.Part of the hearing focused on the amount of training pilots receive ad standard procedures during such approaches. advise controller on initial contact you have Papa. Experts explain the sequence of events which led to the crash to a backdrop of relevant video, including footage from the NTSB on-site investigation.

I keep my finger on or near the autopilot disconnect button on the yoke for cases such as this. This may be a simplified version of the more technical presentations. By the time it's a mandate, I doubt it'll even be thought about.Would having to make and 'LOG" say 3 touch and goes every month be to much to ask current pilots? The American National Transportation Safety Board released their The tragic accident happened 14th August 2013, when a UPS Airbus A300-600 crashed short of the runway at BHM in Birmingham Alabama. Fanning says she slept, but "when my alarm went off, I mean I'm thinkin' I'm so tired. Hate complacency.Fatigue was also a MAJOR contributing factor in this accident.

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