Home
Forums
New posts
Search forums
What's new
New posts
Latest activity
Members
Current visitors
Log in
Register
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Menu
Log in
Register
Install the app
Install
Home
Forums
Brown Cafe UPS Forum
UPS Discussions
UPS Plane Crash
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="worldwide" data-source="post: 1191732" data-attributes="member: 2193"><p>Capt Carl,</p><p></p><p>The Published RNAV LPVs are only authorized at BIRMINGHAM-SHUTTLESWORTH INTL for runways 06/24 (RNAV (GPS) Y RWY 06, RNAV (GPS) Y RWY 4). This runway was closed on the day of the UPS accident which is why the aircraft was landing on runway 18. </p><p></p><p>There are THREE landing descent angles associated with Rwy 18. The LOC VDA of 3.28, the RNAV (GPS) VDA (to LNAV mins) of 3.24, and the PAPI angle of 3.20. All different angles. All different sources. All different approach criteria and purpose. Which one was the crew using? That remains to be seen. They impacted almost 3/4 of a mile away from the end of the runway with the autopilot completely hooked up until impact. The why in regard to that will be interesting. They aircraft was landing under VFR conditions and not instrument conditions and the cockpit voice recorder has the crew indicating they had the runway in sight.</p><p></p><p>Sixteen seconds before the end of the recording, the pilots received the first of two "sink rate" warnings; thirteen seconds to the end, one crew member reported the runway was in sight. Nine seconds prior to the end, there are "sounds that are consistent with impact" all according to the NTSB.</p><p></p><p><a href="http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/media/LPVs.xls" target="_blank">http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/media/LPVs.xls</a></p></blockquote><p></p>
[QUOTE="worldwide, post: 1191732, member: 2193"] Capt Carl, The Published RNAV LPVs are only authorized at BIRMINGHAM-SHUTTLESWORTH INTL for runways 06/24 (RNAV (GPS) Y RWY 06, RNAV (GPS) Y RWY 4). This runway was closed on the day of the UPS accident which is why the aircraft was landing on runway 18. There are THREE landing descent angles associated with Rwy 18. The LOC VDA of 3.28, the RNAV (GPS) VDA (to LNAV mins) of 3.24, and the PAPI angle of 3.20. All different angles. All different sources. All different approach criteria and purpose. Which one was the crew using? That remains to be seen. They impacted almost 3/4 of a mile away from the end of the runway with the autopilot completely hooked up until impact. The why in regard to that will be interesting. They aircraft was landing under VFR conditions and not instrument conditions and the cockpit voice recorder has the crew indicating they had the runway in sight. Sixteen seconds before the end of the recording, the pilots received the first of two "sink rate" warnings; thirteen seconds to the end, one crew member reported the runway was in sight. Nine seconds prior to the end, there are "sounds that are consistent with impact" all according to the NTSB. [url]http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/media/LPVs.xls[/url] [/QUOTE]
Insert quotes…
Verification
Post reply
Home
Forums
Brown Cafe UPS Forum
UPS Discussions
UPS Plane Crash
Top