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Author Topic: UPS 1354 (Birmingham, AL) crash audio  (Read 4126 times)
chrisk757
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« on: February 05, 2014, 04:50:04 PM »

Seems the FAA has released the ATC audio from the UPS A306 crash at BHM. I couldn't get the attachment to upload here, so here's the download link directly from the FAA:

http://www.faa.gov/data_research/accident_incident/2013-08-14/media/UPS1354_CD_8-14-13.mp3
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svoynick
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« Reply #1 on: February 18, 2014, 12:55:07 AM »

Here it is, edited to remove silences.

Original run time: 13:30
Edited run time:   6:20

This should be obvious, but just to be clear: this means the edited track does not play in "real time".
« Last Edit: February 18, 2014, 12:57:08 AM by svoynick » Logged
daveydaver
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« Reply #2 on: February 24, 2014, 10:16:04 AM »

So, almost 10mins and emergency gear not even on scene? That is appauling.
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flyflyfly
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« Reply #3 on: February 24, 2014, 02:50:23 PM »

"red bird 27" seemed a little slow when he finally answered the tower's call - probably had been sleeping (4:47am local).
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UPRRSLO
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« Reply #4 on: February 25, 2014, 12:36:01 AM »

You can hear it in their voice....  Didn't have a clue :/
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joeyb747
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Nothing Like A 747!


« Reply #5 on: February 25, 2014, 07:39:14 AM »

Latest update from AvHerald on the crash:

"On Feb 20th 2014 the NTSB released a number of documents into their public docket as part of the scheduled public hearing into the crash. The factual report submitted by the investigators states, that the aircraft performed a LOC 18 approach to Birmingham following an eventless flight with the crew, according to testimonies by ground personnel at Louisville in good/normal mood, intercepting the localizer at 2500 feet MSL. After crossing BASKN at 2500 feet the aircraft began the descent, the rate of descent increased to 1500 fpm and the aircraft descended through the decision altitude (1200 feet MSL, 556 feet AGL) at 1500 feet per minute rate of descent. An aural "sink rate" alert was raised by the EGPWS at 235 feet AGL (1536 fpm), 7 seconds after the sink rate the aircraft contacted tree tops and terrain about 1.2nm short of the runway threshold, portions of the aircraft came to rest about 0.75nm from the runway threshold. The captain (58, ATPL, 6,406 hours total, 3,265 hours on type) was pilot flying, the first officer (37, ATPL, 4,721 hours total, 403 hours on type) was pilot monitoring. The factual report also stated, that the charts used by the crew still showed the remark "When VGSI inop, procedure NA (not authorized) at night" that had been cancelled and revoked by the FAA in December 2011. The charts were only updated following the crash. The flight data recorder showed the aircraft was on autopilot maintaining 2500 feet while intercepting the localizer, the autopilot captured the localizer successfully and subsequently tracked the localizer until end of recording. A vertical speed of -700 fpm was selected into the master control panel, the aircraft began to descend below 2500 feet MSL consistent with intercepting the glidepath, 26 seconds after the begin of the descent the vertical rate was increased to 1500 fpm in the master control panel followed by the change of target altitude from 2500 feet to 3775 feet MSL. 45 seconds after the vertical speed was increased to -1500 fpm the EGPWS sounded "Sink Rate", an immediate response reduced the rate of descent to about -500 fpm. The control column position began to move towards nose up commands, 8 seconds after the EGPWS warning the autopilot disconnected (not stated whether disconnected by pilot command or automatically disconnected), an autopilot disconnect aural warning occurred, the autothrottle changed from speed to retard mode and the recording ended showing 7 degrees nose up and 138 KIAS at 14 feet AGL at last recording. The factual report regarding the cockpit voice recording shows the crew believed they were kept high and were complaining just after reading the final landing checklist and decided to use vertical speed. Shortly after the missed approach altitude was selected, both crew again commented they were too high for the approach, then the first officer commented "thousand feet", instruments cross checked, no flags, the captain remarked "DA is twelve hundred", then called 2 miles, shortly after the EGPWS sounded "Sink Rate", the captain got visual with the runway, the first officer confirmed runway in sight, the captain stated "autopilot's off", the autopilot cavalry charge (disconnect) sound was recorded following by first sounds of impact within a second after the begin of the cavalry charge, the EGPWS sounded "too low Terrain", the captain asked "Did I hit something?" followed by exclamations from both crew and sounds of impact until end of recording."

From:

http://avherald.com/h?article=466d969f&opt=0
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