Indonesian BAe146 crash
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146-100 Cargo
Aviastar are readying a proper 146-100 Cargo for ops to Wamena now.
Another problem with the old 'Wamena Combi' conversions is they don't have proper cargo load restraining points and 16g cargo barriers. It's possible that the load was shifting around during these banking and pitching maneuvres , word was it was carrying about 9,000 litres of fuel in drums and heavy bags of food stuff.
Another problem with the old 'Wamena Combi' conversions is they don't have proper cargo load restraining points and 16g cargo barriers. It's possible that the load was shifting around during these banking and pitching maneuvres , word was it was carrying about 9,000 litres of fuel in drums and heavy bags of food stuff.
Last edited by aseanaero; 26th Dec 2009 at 12:23.
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Dream Buster
Most first-world (and a number of third-world) will do enough pathology to screen for drugs and alcohol... most will look at the heart as well. What they don't tend to do is look for signs of OP poisoning, which is of course the subject of some debate...
Perhaps what should be examined is the role of slow, partially incapacitating illnesses, particularly those that affect judgement in such scenarios as the Wamena accident. Don't hold your breath, though...
Most first-world (and a number of third-world) will do enough pathology to screen for drugs and alcohol... most will look at the heart as well. What they don't tend to do is look for signs of OP poisoning, which is of course the subject of some debate...
Perhaps what should be examined is the role of slow, partially incapacitating illnesses, particularly those that affect judgement in such scenarios as the Wamena accident. Don't hold your breath, though...
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OP testing.
Remoak,
Well, as a BAe 146 pilot I stopped flying after 16 years on the aircraft as my memory was awful and I didn't feel safe any more.
A year later, when they tested my blood / fat, they found it full of OP's and a cocktail of other chemicals plus measurable cognitive dysfunction.
Don't you think it might be appropriate for 'first world' countries to check the blood / fat of deceased pilots for OP's?
The only doubt seems to be in vested interests parties - ask any victim who has been affected and they will tell you that they know - 100%.
Here is the contact for getting tested:
Dr John McLaren Howard
Acumen
PO Box 129
Tiverton
Devon
EX16 0AJ.
Tel: +44 (0)7707 877175.
If you rely on the State NHS test - they will tell you are OK, as your blood is - red.
DB
Well, as a BAe 146 pilot I stopped flying after 16 years on the aircraft as my memory was awful and I didn't feel safe any more.
A year later, when they tested my blood / fat, they found it full of OP's and a cocktail of other chemicals plus measurable cognitive dysfunction.
Don't you think it might be appropriate for 'first world' countries to check the blood / fat of deceased pilots for OP's?
The only doubt seems to be in vested interests parties - ask any victim who has been affected and they will tell you that they know - 100%.
Here is the contact for getting tested:
Dr John McLaren Howard
Acumen
PO Box 129
Tiverton
Devon
EX16 0AJ.
Tel: +44 (0)7707 877175.
If you rely on the State NHS test - they will tell you are OK, as your blood is - red.
DB
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Good points being raised about pysiological issues..
..but let's not forget that those 2 "professional" guys broke so many basic rules. SOPs? MSA? CRM? Indonesian operation yet again... no surprises here then. Is the EU ban still in force? Such a needless and tragic waste IMHO. bm
This accident could be the first involving Enhanced GPWS (EGPWS), but the evidence suggests that the system was turned off after the first approach. Thus, a major contributor could have been a crew operating error.
These errors often have origins in the crew’s understanding of systems, which in turn depend on training and individual willingness to learn / recall information.
Some people cite the problems of geographic or cultural differences. However, the types of crew error indicated in the report are seen in most, if not all areas of the world; fortunately not so frequently as to require bans or operating restriction.
There is still much that everyone should learn from this accident; if nothing else, do not turn off terrain warning systems.
These errors often have origins in the crew’s understanding of systems, which in turn depend on training and individual willingness to learn / recall information.
Some people cite the problems of geographic or cultural differences. However, the types of crew error indicated in the report are seen in most, if not all areas of the world; fortunately not so frequently as to require bans or operating restriction.
There is still much that everyone should learn from this accident; if nothing else, do not turn off terrain warning systems.
The accident report describes the EGPWS installation and system switching; it is typical of most aircraft installations. Pushing the ‘Terrain OFF’ illuminated push button on main instrument panel inhibits the ‘Enhanced’ functions, but leaves the basic GPWS modes active.
An incident in N America involving an A320 where the crew inhibited EGPWS is described at item 8 in TAWS ‘Saves’ - a very near miss.
An incident in N America involving an A320 where the crew inhibited EGPWS is described at item 8 in TAWS ‘Saves’ - a very near miss.
