Cherokee_Cruiser
Bronteroc
Apparently a 1 yr stint at Skywest, 7 yrs as a B737 FO+CA at Kalitta, and then DEC at 21 Air onto the 767. Plus all the mil heli experience before. Cursory glance seems like enough experience.
Amazon Air MIA Runway Excursion
- Thread starter Sluggo
- Start date
Apparently a 1 yr stint at Skywest, 7 yrs as a B737 FO+CA at Kalitta, and then DEC at 21 Air onto the 767. Plus all the mil heli experience before. Cursory glance seems like enough experience.
BlueMoon
Well-Known Member
DCA26MA352.aspx
www.ntsb.gov
| Approximate Time to End of CVR Recording (mm:ss) | Observation |
|---|---|
| 06:02 | A pilot called for flaps to be set to 1 degree. |
| 04:18 | The flight crew checked in with Miami tower and were cleared to land on runway 30. |
| 02:53 | A pilot called for flaps to be set to 5 degrees. |
| 02:37 | The flight crew lowered the landing gear. |
| 02:14 | A pilot called for flaps to be set to 15 degrees. |
| 01:42 | A pilot called for flaps to be set to 20 degrees, and the other pilot cautioned they were too fast. The other pilot made additional comments regarding the aircraft’s excessive speed throughout the remainder of the recording. There was not a consistent verbal response to the comments about speed. |
| 01:23 | Sounds consistent with autopilot disconnect. |
| 01:12 | Electronic “one thousand” callout. |
| 01:04 | Electronic “sink rate sink rate” callout. |
| 00:58 | Electronic “five hundred” callout. |
| 00:57 | Electronic “sink rate sink rate” callout. |
| 00:54 | Electronic “one hundred” callout. |
| 00:50 | Electronic “minimums” callout. |
| 00:48 | Electronic “too low terrain” callout. Annunciated four times. |
| 00:41 | A pilot called for flaps to be set to 30 degrees. |
| 00:40 | Electronic “forty” callout. |
| 00:39 | Electronic “too low terrain” callout. |
| 00:36 | Electronic “ten” callout. |
| 00:31 | Sounds similar to the aircraft touching down. |
| 00:15 | A pilot called for a go-around. |
| 00:10 | Sounds similar to the aircraft departing the paved surface. |
| 00:00 | The CVR recording ended. |
| Approximate Time to End of FDR Recording (mm:ss) | Observation |
|---|---|
| 00:30 | The nose and right main gear touched down at a groundspeed of 158 knots. |
| 00:23 | The brakes were applied at a groundspeed of 146 knots. |
| 00:19 | The left main gear touched down at a groundspeed of 134 knots. |
| 00:15 | Brakes were released at a groundspeed of 120 knots and throttles were increased to a value consistent with go-around thrust. |
| 00:11 | The throttles were reduced to idle power and the brakes were re-applied. The groundspeed was 117 knots. The throttles remained at idle, and brakes remained applied until the end of the recording. |
| 00:07 | Recorded lateral, longitudinal, and vertical acceleration values changed markedly; the FDR data indicated a groundspeed of 96 knots. |
| 00:00 | The FDR recording ended. The final recorded groundspeed was 65 knots. There was no indication in the recorded data that speed brakes or thrust reversers were deployed. |
Images are available on NTSB's Flickr
Sculprit
Well-Known Member
Makes you wonder why someone would leave an established/reputable shop to go to 21 Air?
DropTank
Well-Known Member
ok class:
Everyone take out your SMS manual and Risk Matrix chart.
(everyone groans)
Pilot Fighter
Well-Known Member
DCA26MA352.aspx
A summary of select events captured on the FDR during the final few minutes of the FDR recording is provided below. All times are referenced relative to the end of the FDR recording. Note that the CVR and FDR times have not been precisely synchronized. The times and descriptions are preliminary and subject to change.
Approximate Time to End of CVR Recording (mm:ss) Observation 06:02 A pilot called for flaps to be set to 1 degree. 04:18 The flight crew checked in with Miami tower and were cleared to
land on runway 30.02:53 A pilot called for flaps to be set to 5 degrees. 02:37 The flight crew lowered the landing gear. 02:14 A pilot called for flaps to be set to 15 degrees. 01:42 A pilot called for flaps to be set to 20 degrees, and the other pilot cautioned they were too fast. The other pilot made additional comments regarding the aircraft’s excessive speed throughout the remainder of the recording. There was not a consistent verbal response to the comments about speed. 01:23 Sounds consistent with autopilot disconnect. 01:12 Electronic “one thousand” callout. 01:04 Electronic “sink rate sink rate” callout. 00:58 Electronic “five hundred” callout. 00:57 Electronic “sink rate sink rate” callout. 00:54 Electronic “one hundred” callout. 00:50 Electronic “minimums” callout. 00:48 Electronic “too low terrain” callout. Annunciated four times. 00:41 A pilot called for flaps to be set to 30 degrees. 00:40 Electronic “forty” callout. 00:39 Electronic “too low terrain” callout. 00:36 Electronic “ten” callout. 00:31 Sounds similar to the aircraft touching down. 00:15 A pilot called for a go-around. 00:10 Sounds similar to the aircraft departing the paved surface. 00:00 The CVR recording ended.
Approximate Time to End of FDR Recording
(mm:ss)Observation 00:30 The nose and right main gear touched down at a groundspeed of 158 knots. 00:23 The brakes were applied at a groundspeed of 146 knots. 00:19 The left main gear touched down at a groundspeed of 134
knots.00:15 Brakes were released at a groundspeed of 120 knots and throttles were increased to a value consistent with go-around thrust. 00:11 The throttles were reduced to idle power and the brakes were re-applied. The groundspeed was 117 knots. The throttles remained at idle, and brakes remained applied until the end of the recording. 00:07 Recorded lateral, longitudinal, and vertical acceleration values
changed markedly; the FDR data indicated a groundspeed of 96 knots.00:00 The FDR recording ended. The final recorded groundspeed was 65 knots. There was no indication in the recorded data that speed brakes or thrust reversers were deployed.
Images are available on NTSB's Flickr
So, stabilized, on speed, on glideslope. What happened?
Fun fact, the aviation safety stuff I did in college was almost entirely due to senioritis and wanting the easiest possible capstone project and also was what got me a promotion and doing SMS work when I finally got a real job. Because, as our safety prof always said, “it’s DVD Friday!”
Kingairer
'Tiger Team' Member
TRue, extract all the helo time and Its probably like 5000-6000 hours, which is enough to know better.
Roger Roger
I am le tired
No before landing checklist? Among uh…many other puzzling things…
Pilot Fighter
Well-Known Member
Dive at a point three or four thousand feet down the runway. Discuss why all the braking • doesn’t work. Continue conversation.
That's.... holy crap.
Pilot Fighter
Well-Known Member
Wouldn’t it be great if we had some tools to help us establish glideslope? We can only dream.
Pilot Fighter
Well-Known Member
That, and they killed folks.
Pilot Fighter
Well-Known Member
Yeah, not a stick and rudder mistake or being behind the curve. Just crazy •.
My 12 year old niece is an ILS machine on the sims, she gets it.
Stone Cold
Well-Known Member
That was Kalitta Charters on the 73, owned by Doug K. It was not Kalitta Air owned by Connie. Two entirely separate entities, and operated in entirely different ways. I’m not going to say anything else, other than that.