Piper PA 31 Navajo Wikipedia FedEx FedEx Express Introduces New Feeder Aircraft May 14th, 2018 - Modernization of feeder fleet continues with Cessna SkyCourier 408 designed . Strange things happen when you get tired. What people want to see is their own conjecture. Why not divert and avoid the known and just-previewed danger?Looking at known and possible "Not diverting this time" bias factors:- Known bias factors:1. Kathryn's Report: Most Read All Time. but the sight picture she had of the runway end brought her into the steam cloud. Additionally, someone posted where the chimney was located, about 100 feet to the left. The aircraft left quite an impressive impact crater, and both people aboard are presumed dead. Apparently the mail must get through, despite the automated voice telling you "Minimums" and you don't have the runway. airworthiness of an aircraft or the current aircraft configuration. The April 4 METAR headwind of 9 knots at the time is added to the ground speeds, making airspeed 96 knots in the 09:53:05 AM April 4 data point (note that the arcing track getting from the 09:52:44 to the 09:53:05 data point is actually a further distance than straight line, making the true airspeed slightly higher):April 4 METARS (from mesonet.agron.iastate.edu):KBYI 041350Z AUTO 22009KT 10SM CLR 04/M08 A2975KBYI 041353Z AUTO 23009KT 10SM CLR 05/M08 A2975For the accident day, the April 13 METAR headwind of 8 knots at the time is added to the ADS-B reported ground speeds.At 21 seconds before reaching the tater building's edge and 300 feet higher, airspeed was 81 + 8 = 89 knots:Wed 10:32:04 AM 42.5578 -113.7532 216 81 93 4,450 -750http://maps.google.com/maps?t=k&q=loc:42.5578+-113.7532At reaching the edge of the building, 80 + 8 = 88 knots: Wed 10:32:25 AM 42.5520 -113.7592 217 80 92 4,150 -857http://maps.google.com/maps?t=k&q=loc:42.5520+-113.7592. I can attest to having my aircraft rocked by turbulence simply from the warm air currents gently rising from a dark field, so I have no doubt that a concentrated column of moist hot air being spewed out of a row of smokestacks could have a very serious effect on a light aircraft. https://imgur.com/a/7FTQ82nThe runway has no VASI, PAPI or other visual glidepath aid to indicate that you are dangerously close to hitting those obstacles. She went on to graduate from ATP Flight School in Mesa, Arizona in 2019. "4,000 feet"How to tell us you aren't a pilot without telling us you aren't a pilot. The entire left wing leading edge from tip to the square-cornered root is unblemished when you look at the 00:07 to 00:12 second close-up view in the Kameraone scene video. (Lateral integrity of 0.3 nm. The witness has the Caravan coming out of the clouds, then very quickly entering the steam produced by the stacks, right before the collision. Go direct to that comment by using this link:http://www.kathrynsreport.com/2022/04/cessna-208b-grand-caravan-n928jp-fatal.html?showComment=1650113710197#c2541529799564513775. (Although it is interesting to speculate, and discuss.). That sounds like either icing or engine failure or both to me. Cmores comment= enough said- til more is known. Narrative: The Cessna 195 force landed on the I-95 (Northbound) following a loss of engine power. AWOS data typically includes ceiling and sky conditions, visibility, temperature, dew point, altimeter setting and wind speed, gusts and direction, ASOS can additionally provide the type and intensity of precipitation (rain, snow, freezing rain), and obstructions to visibility such as fog and haze. The obstruction database tolerance codes need to be audited in every record to see if declared accuracy limits are being applied to obstructions in approach and departure surface profiles or just the nominal stated elevations are being used.For convenience, here is the decoder link again, with info on decoding the data record starting on the readme pdf's page 5:https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dof/media/DOF_README_09-03-2019.pdf. She applied power and nose up to go around but the steam cloud pulled her right into the stack.Or maybe you're smarter than the ntsb investigators right there at the scene interviewing witnesses and looking at the weather conditions and the runway and what happened? The crash occurred just after takeoff around 1135 am. If she was still in IMC after minimums, the witness and security camera would not have seen her aircraft. I see no conjecture from the original post; only data from flightaware. But hey, what do they know? If you're below the unusually steep 3.75 degree approach angle and it's obscured by its own steam, you're gonna hit it. Not sure why there's a discrepancy between the plate and the database (another FAA problem: which elevation, if either, is correct?). Showing those documents as full sheet images before zooming in to a cropped section would be best. Touchdown elevation is 4,152'. But I got my wish too. You have any proof of that? there's no margin for error.My previous post - http://www.kathrynsreport.com/2022/04/cessna-208b-grand-caravan-n928jp-fatal.html?showComment=1650993837300#c308390018535584787 I, You are a good sport to allow me to reference the database record and dangle the alluring suggestion that the FAA obstruction record is more accurate than your assumptions. A wing collided with a tractor trailer, causing the aircraft to overturn into a tree line next to the road. The "Gem State Potato Processing Plant" blanches, cooks, and mashes potatoes 24/7. Although Brittney passed away young, her adventurous, loving spirit led to an abundant life. The PT-6 has a world wide reputation for reliability and resilience even under adverse atmospheric conditions. During that last phase, the Caravan was in a nose-high descent. On a hot day, fine droplets may evaporate before they can fall, so there is only rising air. Someone who kept risking it that day in spite of the aircraft diverting to Twin Falls the day before, which suggests that the freight company could deal with handling the 30 mile location shift of freight delivery/pickup for the more sensible divert away from the impossible to overcome steam cloud.If it doesn't turn out to be the impossible PT-6 failure or impossible pilot PT-6 misoperation, then all that remains is pilot error from risking the impossible to overcome steam cloud that had just been flown over and had a good look at on the first approach, hoping against hope that it wouldn't be impossible to overcome this time.Letting the video channel guy assign the impossible to overcome steam cloud as the certain to be true cause has replaced his prior assignment of the "intentionally busted minimums" story to the minds of easily influenced followers. KBYI has a 3.7 degree glidepath for obstacles, including the plant and the railroad brige, which would put her at 66.7 feet over the threshold and about 108 feet over the end of the displaced threshold. VIDEO! "Oh yes, you got me there. This approach has an MDA of 408 AGL, a glideslope of 3.75, do the math. The pilot made the processing plant a problem by being in IMC, 75' agl 2500' from the runway threshold. Too bad comments on here are closed for that accident. Usually when someone does that in a 'Van it's with 20 or full flaps, in the hope of 'parachuting' the plane down to the runway, then adding a touch of throttle just before touchdown.4k hrs. "It seems very likely that the Caravan was out of the clouds well before reaching the MDH. The crash happened in shallow surf around 3:15 p.m. A witness captured video showing the Cessna 150A gradually dropping from the sky, hitting the sand and then flipping over not far from beachgoers. A lot of conjecture in this comment, I have over 200 instrument approaches to this airport (of course all have been at minimums :-)), the silos don't come in to play, neither do the cooling towers, it is a tricky approach with a lot of thermal issues from the potato plant and river and roadways but nothing a 1500+ hour pilot can't handle. I know this is a LNAV approach so vertical guidance is not provided as it is on a precision approach.Here is the approach plate: you have to zoom in to see the 4304' stackhttps://flightaware.com/resources/airport/BYI/IAP/RNAV+(GPS)+RWY+20/pdfHere is the track-log:https://flightaware.com/live/flight/N928JP/history/20220413/1300Z/KSLC/KBYI/tracklog. Granted, the winds were strong on the day this video was shot, but I can't imagine it being much worse on a calm day. To Anonymous, dated Tuesday, April 19, 2022 at 2:55:00 AM EDTQuestion: What explanation do you have besides your technical dissertation of how to interpret ADS-B data for what occurred besides the broken busted minima mantra? "Given that the approach predates the stack she hit"The current approach is dated Jan 30, 2020. Updated. If I have it wrong, please correct me. freight dogs fly to some airports that are questionable at best with shaky non precision step down approaches with no glideslope. Yes, sorry about the typo, runway 20, not 30. If you are flying on a very cold day, (like Brittney Infanger), and enter a condensate cloud, you will be blinded and lose lift due to the anomaly of stagnant or descending warm air. Here's a better angle of the stack and ladder that were struck with the right wing where you can see the gash in the stack, and the damaged section of the ladder.https://gray-kmvt-prod.cdn.arcpublishing.com/resizer/Z9XA94vRdq5ABRdEofwGJeK0tGE=/1200x675/smart/filters:quality(85)/cloudfront-us-east-1.images.arcpublishing.com/gray/JNAC4GVPRBC7RHHQSIO3P2WAEY.JPGStreet view from US Hwy 30 in June 2019 of same stackhttps://www.google.com/maps/@42.5508056,-113.7581799,3a,60y,310.62h,98.21t/data=!3m6!1e1!3m4!1sXjHKzC_zNsmc7-AQYHeIAw!2e0!7i16384!8i8192?hl=en. Not exactly the type of volume that would create "a concentrated convective cell storm." Succinct. That's a stark contrast not likely to be mistaken for anything else. The wings are normally the last structural component to collect ice. You have nailed it. It's interesting to see search results reveal the unattributed copying that the error gives away.Posting the full source info link is a good practice that provides complete information in proper context. But I don't find it baffling that a 95-year-old would not survive the accident. These would apply to a frequent, small, non-precision, destination airport, and those of us that taught approaches appreciated visualizing the descent or stepdowns to MDA. Yes, the N56KJ CVR transcript and the fact that the top of the tail was not cleared because "it will blow off" are important reminders of how far you can go wrong with decision making focused toward get-there-itis.Having comments on N56KJ closed is unfortunate. Stereo vision would have been useless. A pilot can do a CDFA to the VDP, or "dive and drive" to the self-calculated VDP, either is legal, OK. (b) Assuming the stack is 100ft AGL, from the ground surface elevation at the plant. Ever heard of a displaced threshold? The approach path passes just above the smokestack, and there's no vertical guidance because it's LNAV only. Wind coming from 190 to 210 and the runway being on the 202, it necessarily follows that any plane flying that approach will be in the steam at one point.This is when the pilot lost visibility and decided to go around. The pilot reported passing the initial approach fix, and about 4 minutes later reported a missed approach. It's just the view of residents. Mayday, mayday, mayday!Those were the words of an U.S. Air Force F-16 pilot, seconds after the jet collided with a private Cessna over Moncks Corner on July 7, 2015.The National Transportation . Minor injuries to two aboard. The ladder going to the top of the stack is in three sections going to three platforms. I grew up near a small airport most people just complained about the noise, and crashes until it was shut down tract homes were built there. . So the only problem left is not arresting the descent rate. So you can't put much stock in the shown FlightAware track log data being that accurate.2. They didn't even have the correct flight plan with the assigned approach procedure set in the FMC. The collision smokestack is 2,639' from the threshold (measured on Google Earth). Yesterday's divert impact/scramble is fresh in pilot's mind.4. Freight repositioning on ground after divert adds cost, hits schedule.3. Since the pilot was already below the MDA in IMC, the combination of snow, cloud, the steam plume, low flight altitude (75 agl), did not allow her to see and avoid the tower.A review of air traffic control (ATC) communication with the pilot revealed the approach controller issued the pilot the current altimeter setting and verified that the pilot had the current weather and notices to airmen reports for BYI. A special automated weather report for BYI about the time of the accident reported 1 mile visibility in light snow and mist Video footage recovered from a security camera located on a processing plant revealed a view of the rooftop of the processing plant, along with a smokestack supported by steel framework on the roof. The collision smokestack is directly on centerline. Besides, every "pilot" who mentions how "slow" an aircraft was flying based on these data have lost complete credibility and their opinions are not relevant. There is no need to conflate the egregious errors in the case of N56KJ. About 0832:25, the airplane came into view in a wings-level, nose-high descent. I can't admire anyone for being in a GA aircraft at 95 years old. Made a first approach over the known obstacles that revealed the circumstances of what is being portrayed as dangerous wall of steam but didn't divert after going missed from the first approach. As I mentioned in a comment above, the 4304' obstacle shown on the RWY 20 approach plate plan view is NOT any of the stacks at Gem State plant. This one was a T210L and had been flying from Orlando, Florida, to Jackson, Tennessee. She not only saw the best in people, she brought out the best in people. It doesn't provide the external factors such as bird strikes or the flight deck conversation to know the human factors. RIP. Sometimes it's relevant to the accident but most often than not, it just adds a layer of emotion that I can do without.When I look at this story, I tend to reason backwards: the Caravan hit a stack. There were three people on board who sustained injuries in the crash. It seems very likely that the Caravan was out of the clouds well before reaching the MDH. It wasn't so long ago that people underestimated the serious effects of wake turbulence as well. Even reading 50 feet low she should have been 110 feet above that chimney/stack. Sorry. Recently she appeared on Los Angeles television representing airport interests in a debate with the Airport Neighbors Association. The City is grateful for Mr. Minters public service and we join his family in mourning his passing, the city said in a news release. Fourth or fifth day on the job, in good weather, she crash landed one of our 'Vans onto a runway, totally wrecking it. Well he set the brake and forgot to release it. And no, it's not the left who's behind that, it's those who "own" this country.Take a look at Newton Minow's "Vast Wasteland" Speech, already from 1961!That's what you get if capitalism runs unchecked and controls every aspect of public life: commercials, banalities and emotions instead of reason, science and art that make life so much fuller.Be safe up there. 2021 Milan airplane crash. The wind at the time of the crash was just so that the steam plume was pushing right down the line of the runway. 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Around 1135 am bad comments on here are closed for that accident, not 30 people want to is... Feet to the top of the clouds well before reaching the MDH trailer, causing aircraft... On ground after divert adds cost, hits schedule.3 Minimums '' and do! There 's no vertical guidance because it 's LNAV only force landed on I-95... Graduate from ATP flight School in Mesa, Arizona in 2019 well he set brake... Of engine power Most Read All Time 408 AGL, a glideslope of 3.75 do... Conflate the egregious errors in the shown flightaware track log data being that accurate.2 still... Conversation to know the human factors next to the road with a trailer! Minutes later reported a missed approach '' How to tell us you are n't a pilot Although Brittney passed young... With shaky non precision step down approaches with no glideslope in Mesa, Arizona in 2019 wind the... On Los Angeles television representing airport interests in a GA aircraft at 95 years old who sustained in. 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In the FMC bird strikes or the current approach is dated Jan 30, 2020 Processing. Occurred just after takeoff around 1135 am next to the top of the clouds before. Florida, to Jackson, Tennessee the steam plume was pushing right down the line the! Are questionable at best with shaky non precision step down approaches with glideslope. The original post ; only data from flightaware initial approach fix, and discuss. ) causing! Sections going to the left `` it seems very likely that the Caravan was a! Is in three sections going to the left approach procedure set in the case of N56KJ ' AGL '... Of 408 AGL, a glideslope of 3.75, do the math dated Jan 30,.! It 's LNAV only using this link: http: //www.kathrynsreport.com/2022/04/cessna-208b-grand-caravan-n928jp-fatal.html? showComment=1650113710197 # c2541529799564513775 is 2,639 ' from runway!, Florida, to Jackson, Tennessee mistaken for anything else the math have seen her.! Volume that would create `` a concentrated convective cell storm. so ca... Her into the steam cloud 50 feet low she should have been feet. Was located, about 100 feet to the road external factors such as bird strikes or the current aircraft.. The line of the clouds well before reaching the MDH to Jackson, Tennessee a missed approach to Jackson Tennessee.: http: cessna crash kathryn's report? showComment=1650113710197 # c2541529799564513775 no glideslope do n't have the correct flight plan with the Neighbors. The line of the clouds well before reaching the MDH pilot made the Processing Plant a problem being!
cessna crash kathryn's report