Cargo Crash at Bagram
The report is sobering. It struck me that this was the first effort at loading the larger vehicles. What appears to be the root cause, however, is that one of the smaller vehicles broke loose as the initiator of this tragic loss of control on take off. (Or I misunderstood the report)
This leaves me scratching my head.
A size/class of vehicle that they had previously moved seems to have been the trigger to the larger problem of cargo shift.
The other bit that had me scratching my head: the report states that the flight deck crew didn't check the loadout in Bagram after a report of a failed restraining strap.
I need to read the report again to digest it. The swiss cheese holes did indeed line up.
@ JetJockey:
The report pinpoints a critical shortcoming in task analysis / mission analysis / and professional risk assessment regarding the new cargo: the Cougar vehicles. As you say, in some respects the crew were set up. As to an FAA cert: I am not sure a cert would have made a difference. The company had a formal process, and a formal position description, for loadmaster. (You may feel it wasn't rigorous enough ...) One could argue that this formal position and training means they exceeded regulatory requirement, as the company had identified a need to train/educate (at some level) their cargo crews.
Whether it is insufficient in the general scheme of their operation I won't try to guess.
Whether it prepared a crew to take on a new, novel, tougher task looks to be answered in the negative.
This leaves me scratching my head.
A size/class of vehicle that they had previously moved seems to have been the trigger to the larger problem of cargo shift.
The other bit that had me scratching my head: the report states that the flight deck crew didn't check the loadout in Bagram after a report of a failed restraining strap.
I need to read the report again to digest it. The swiss cheese holes did indeed line up.
@ JetJockey:
The report pinpoints a critical shortcoming in task analysis / mission analysis / and professional risk assessment regarding the new cargo: the Cougar vehicles. As you say, in some respects the crew were set up. As to an FAA cert: I am not sure a cert would have made a difference. The company had a formal process, and a formal position description, for loadmaster. (You may feel it wasn't rigorous enough ...) One could argue that this formal position and training means they exceeded regulatory requirement, as the company had identified a need to train/educate (at some level) their cargo crews.
Whether it is insufficient in the general scheme of their operation I won't try to guess.
Whether it prepared a crew to take on a new, novel, tougher task looks to be answered in the negative.
Last edited by Lonewolf_50; 20th Feb 2015 at 16:00.
@ Pozidrive...
I'm sorry if I offended you with my comment but I'm sticking to my guns.
This is aviation where safety should be paramount and obviously this company was not on top of it.
Also once again the requirements and oversight for this type of operation was poor at best.
I can't believe there is no formal and up to date training mandated by the FAA (N registered aircraft) to be a loadmaster.
The aircraft was using illegal or non standard/non approved tie down systems... It was an accident waiting to happen and it did!
Feel very sorry for all the crews that lost their lives in this accident.
This is aviation where safety should be paramount and obviously this company was not on top of it.
Also once again the requirements and oversight for this type of operation was poor at best.
I can't believe there is no formal and up to date training mandated by the FAA (N registered aircraft) to be a loadmaster.
The aircraft was using illegal or non standard/non approved tie down systems... It was an accident waiting to happen and it did!
Feel very sorry for all the crews that lost their lives in this accident.
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Jet Jockey, That's a bit harsh calling it a joke.
I can understand the situation where an operation gradually changes, in this case from standard palletised loads to heavy vehicles. The effects of this change aren't acknowledged. The training and procedures aren't updated to reflect the change. The people involved don't realise they are working beyond their competence.
I can understand the situation where an operation gradually changes, in this case from standard palletised loads to heavy vehicles. The effects of this change aren't acknowledged. The training and procedures aren't updated to reflect the change. The people involved don't realise they are working beyond their competence.
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There is a great deal of Loadmaster experience out there
The sad fact is, that there is a wealth of experience out there. There are a lot of ex-military Loadmasters who for the sake of another decent salary could have saved the day and maybe have prevented this from happening.
Just maybe, some of the major players out there may start to employ experience and take responsibility. Maybe even the various Aviation Authorities may sit up and take note and then begin to regulate Cargo Airlines to carry out mandatory training for Loadmasters.
Etihad have Loadmasters and train them, as do some other airlines, they can obviously see the worth.
Just maybe, some of the major players out there may start to employ experience and take responsibility. Maybe even the various Aviation Authorities may sit up and take note and then begin to regulate Cargo Airlines to carry out mandatory training for Loadmasters.
Etihad have Loadmasters and train them, as do some other airlines, they can obviously see the worth.
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The company I work for has a 3 week Loadmaster training class. We have a special loads office that handles all oversized cargo requests. Nothing gets tied to the A/C floor without a tie down diagram that is approved by the special loads office. All oversized loads have two loadmasters that go along with the load. I don't see this job ever becoming an FAA licensed position.
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I don't know much about cargo and so I went through the report as much to help me understand the thread as well as understand what happened.
Depressing.
Anyway, if it's useful to anyone else, here's the key info that I pulled out from the documents.
Key information from the NTSB Open Docket of Bagram Cargo Crash Documents
Depressing.
Anyway, if it's useful to anyone else, here's the key info that I pulled out from the documents.
Key information from the NTSB Open Docket of Bagram Cargo Crash Documents
Last edited by akaSylvia; 20th Feb 2015 at 19:23. Reason: fixed link
@ sidman...
I don't see this job ever becoming an FAA licensed position.
I understand some companies are way better than others with their SOPs and operations but if a Loadmaster is part of a flight crew and that said person is totally responsible in the matter in which the aircraft loaded and the cargo secured then I'm sorry but believe these guys should also be licensed.
What if this crash happened leaving a major US airport like Atlanta, Kennedy or Chicago and the aircraft crashed in the middle of a town?
I bet you a beer that when the NTSB report became public knowledge and the people discovered anyone could be a Loadmaster (no license required with proper training) the
would hit the fan.
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I don't see this job ever becoming an FAA licensed position.
I'm sorry but believe these guys should also be licensed.
Loadmaster of that flight was already 20+ hrs on duty (per NTSB docket) with another 3-4 hrs to go to Dubai and supervise offloading there ! Considered safe ?
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Loadmaster of that flight was already 20+ hrs on duty (per NTSB docket) with another 3-4 hrs to go to Dubai and supervise offloading there ! Considered safe ?
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@HT
Probably so. Same applies in case of relief / double crew. Still they get their rest after the flight in accordance with rules.
I'm sure you will agree 'rest' and 'adequate facilities' are different at FL350 and ground, hotac etc.
Probably so. Same applies in case of relief / double crew. Still they get their rest after the flight in accordance with rules.
I'm sure you will agree 'rest' and 'adequate facilities' are different at FL350 and ground, hotac etc.
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I've just seen the pic of the loading of a military vehicle.
Fear of Landing ? NTSB Open Docket of Bagram Cargo Crash Documents
When we deliver agricultural tractors on trucks in the UK, the tyres are pumped up hard, real hard, to stop the tractor bouncing loosely around on the bed of the truck.
The tyres on the m.v. seem to be very underinflated, and it's likely that on a bumpy take off this may cause snatch loading of the chains and straps by allowing the vehicle to move in all axes.
Fear of Landing ? NTSB Open Docket of Bagram Cargo Crash Documents
When we deliver agricultural tractors on trucks in the UK, the tyres are pumped up hard, real hard, to stop the tractor bouncing loosely around on the bed of the truck.
The tyres on the m.v. seem to be very underinflated, and it's likely that on a bumpy take off this may cause snatch loading of the chains and straps by allowing the vehicle to move in all axes.
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Sidman: 3 weeks training
Sidman, it is commendable that your company does 3 weeks training, but is that sufficient?
ATPL student pilots get 25 hours minimum just in Mass and Balance and they are not the cargo experts. They receive no Dangerous Goods or restraint training in that time, this is usually done by their respective airline.
I am ex-RAF and our basic Loadmaster Training is much more extensive (I admit military LM training has to be more in depth). But dangerous good training, and restraint training cannot be cut short, it has to be in depth and there needs to be a credible amount of practical training.
Sadly this all comes to light in the wake of such a tragic accident.
In my opinion there does need to be some form of regulation and licensing for loadmasters.
ATPL student pilots get 25 hours minimum just in Mass and Balance and they are not the cargo experts. They receive no Dangerous Goods or restraint training in that time, this is usually done by their respective airline.
I am ex-RAF and our basic Loadmaster Training is much more extensive (I admit military LM training has to be more in depth). But dangerous good training, and restraint training cannot be cut short, it has to be in depth and there needs to be a credible amount of practical training.
Sadly this all comes to light in the wake of such a tragic accident.
In my opinion there does need to be some form of regulation and licensing for loadmasters.
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Sidman, it is commendable that your company does 3 weeks training, but is that sufficient?
We do 5 days of Haz-Mat and the remaining 2 weeks is all LM training. Most of the people we hire have come from other cargo airlines or the Military. When you start working after training you have to ride with another LM until they are comfortable that you can work on your own.
The only L/M's that move outsized cargo are the ones with the most experience.
Like I said before we require 2 L/M to move outsized cargo.
As far as the FAA License goes. You will then get into crew rest for L/M and need to hire more people. With the license you will have people asking for more money as they now have something to lose.
The FAA is aware that L/M's are spending 30+ hours on the plane with little or no rest. Catching a nap on the plane does not help when you get down line and the plan starts to fall apart. Thats when people start to take short cuts to get the job done.
I hope change is coming soon.. And I am glad that I don't have to spend 30 hours on a plane anymore..
We do 5 days of Haz-Mat and the remaining 2 weeks is all LM training. Most of the people we hire have come from other cargo airlines or the Military. When you start working after training you have to ride with another LM until they are comfortable that you can work on your own.
The only L/M's that move outsized cargo are the ones with the most experience.
Like I said before we require 2 L/M to move outsized cargo.
As far as the FAA License goes. You will then get into crew rest for L/M and need to hire more people. With the license you will have people asking for more money as they now have something to lose.
The FAA is aware that L/M's are spending 30+ hours on the plane with little or no rest. Catching a nap on the plane does not help when you get down line and the plan starts to fall apart. Thats when people start to take short cuts to get the job done.
I hope change is coming soon.. And I am glad that I don't have to spend 30 hours on a plane anymore..
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The tyres on the m.v. seem to be very underinflated, and it's likely that on a bumpy take off this may cause snatch loading of the chains and straps by allowing the vehicle to move in all axes.
As far as the FAA License goes. You will then get into crew rest for L/M and need to hire more people. With the license you will have people asking for more money as they now have something to lose.
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Cargo Crash at Bagram
As MarkerInbound says the flight mechanic carried on these ACMI/Charter Ops is FAA licensed but like the L/M still has no official duty limitations (and it's not always easy to get rest between stops especially if carrying couriers etc)
Having read the report again, it is uncertain what the trigger event was (in a kinetic sense). It may have been the last vehicle (12 ton), or that vehicle may have moved aft (into the bulkhead) due to something forward of it shifting aft and the cascade beginning. The report was unable to conclude how it happened with certainty.
This leaves open the unknown on whether or not having this new load (three of them) to restrain ended up in a trigger event. After digesting again the extended discussion in the report on the details of loads, restraints, and this being new, the idea of cheese holes lining up leads me to guess that one of the larger loads triggered the restraint failure. They can't say with certainty, so they don't, which is as it should be.
This leaves open the unknown on whether or not having this new load (three of them) to restrain ended up in a trigger event. After digesting again the extended discussion in the report on the details of loads, restraints, and this being new, the idea of cheese holes lining up leads me to guess that one of the larger loads triggered the restraint failure. They can't say with certainty, so they don't, which is as it should be.
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When we deliver agricultural tractors on trucks in the UK, the tyres are pumped up hard, real hard, to stop the tractor bouncing loosely around on the bed of the truck.
The tyres on the m.v. seem to be very underinflated, and it's likely that on a bumpy take off this may cause snatch loading of the chains and straps by allowing the vehicle to move in all axes.
The tyres on the m.v. seem to be very underinflated, and it's likely that on a bumpy take off this may cause snatch loading of the chains and straps by allowing the vehicle to move in all axes.
In commercial cargo aircraft the floor panels cannot handle the high downward point loads created by vehicle tires and so the vehicles are first loaded onto pallets. The pallets then spread/direct the downward loads to the rollers and rails which distribute them to the seat tracks which in turn distribute the loads to the floor beams. Usually when heavy vehicless are loaded onto the pallets, dunnage is placed under the vehicle chassis and the tires are deflated. This is because the pallets also cannot handle the high downward point loads created by the tires. The dunnage effectively spreads the load over a much greater surface area of the pallet. Straps and netting then restrain the load on the pallet. All the upward, sideward, and fwd/aft loads are transferred to the pallet edges, which then transfers those loads to the pallet rails and locks. The pallet rails and locks are pre-engineered for these loads, so it's extremely wise to use them.
But in the case of a "floating load" (which this reportedly was) straps and netting transfer all the upward, sideward, and fwd/aft loads to various "D" rings installed in the rails and seat tracks. Thus most of the load engineering is tossed out and the loadmaster must do the load engineering "on the fly". Since each "D" ring is only rated to 5Klb, the loadmaster must be high knowledgable and extremely vigilant in how he ties down the load. Clearly, the loadmaster in this situation was in over his head and/or tragically negligent.
Physics doesn't care if the cause is ignorance or negligence, the outcome is the same. However, a court of law will likely care. We'll have to wait and see how the lawsuits associated with this tragedy turn out.