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Atlas Air 3591 NTSB Public Docket Opened

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Atlas Air 3591 NTSB Public Docket Opened

Old 24th Dec 2019, 12:54
  #101 (permalink)  
 
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Read CKA Peavley's interview. He busted him at Atlas on his 767 type rating ride. The checkride started out bad, Peavley thought perhaps due to nerves with the FAA observing, but it got worse. He finally stopped the ride early and the FO was stunned. There's a complete disconnect when you think your performance is acceptable and the CKA stops the ride because it's completely unacceptable. Peavley was asked what he thought - "I thought he should be in a different profession."

When it appears that you have more 121 busts than 'passed on first attempts' the industry needs to do a better job documenting this. Maybe a national database for busts that employers can access?
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Old 24th Dec 2019, 13:12
  #102 (permalink)  
 
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Originally Posted by misd-agin View Post
Read CKA Peavley's interview. He busted him at Atlas on his 767 type rating ride. The checkride started out bad, Peavley thought perhaps due to nerves with the FAA observing, but it got worse. He finally stopped the ride early and the FO was stunned. There's a complete disconnect when you think your performance is acceptable and the CKA stops the ride because it's completely unacceptable. Peavley was asked what he thought - "I thought he should be in a different profession."

When it appears that you have more 121 busts than 'passed on first attempts' the industry needs to do a better job documenting this. Maybe a national database for busts that employers can access?
I would think those busts would be, or should be, reported to FAA's Airman Certification Branch.
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Old 24th Dec 2019, 13:28
  #103 (permalink)  
 
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Originally Posted by misd-agin View Post
Read CKA Peavley's interview. He busted him at Atlas on his 767 type rating ride. The checkride started out bad, Peavley thought perhaps due to nerves with the FAA observing, but it got worse. He finally stopped the ride early and the FO was stunned. There's a complete disconnect when you think your performance is acceptable and the CKA stops the ride because it's completely unacceptable. Peavley was asked what he thought - "I thought he should be in a different profession."

When it appears that you have more 121 busts than 'passed on first attempts' the industry needs to do a better job documenting this. Maybe a national database for busts that employers can access?
This came from Colgan. Still not fully implemented though.

https://www.faa.gov/regulations_poli...ords_database/
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Old 25th Dec 2019, 03:55
  #104 (permalink)  
 
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Originally Posted by Check Airman View Post
This came from Colgan. Still not fully implemented though.
https://www.faa.gov/regulations_poli...ords_database/
One small little word....
"All part 119 certificate holders and fractional ownerships can register to access the PRD and evaluate the available FAA data for each individual pilot candidate prior to making a hiring decision."
Change the can to shall and this might not have happened.
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Old 12th Jan 2020, 00:04
  #105 (permalink)  
 
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blancolirio analysis

blancolirio analysis here -

youtube.com/watch?v=GR4xhTF-13g

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Old 26th Feb 2020, 00:58
  #106 (permalink)  
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The Miami Herald reports that a couple of the training managers involved in the hiring of FO Conrad Aska have suddenly 'retired'.

Is a draft of the final report now being circulated among the 'parties' for response perhaps?

From the article below:

The documents also show that Atlas hired Aska despite his repeated training failures at other airlines.“If I had that information at the time we would not have offered him a position,” Anderson told investigators about Aska.
Carlson, the senior vice president for flight operations,agreed with the captain’s assessment. “I worry about quotas on the flight deck,” he said, according to the recording obtained by the Miami Herald. “I’m not oblivious to any of that. ...
I doubt that the NTSB will address the touchy issue of possibly adjusted hiring and training standards to promote a more diverse and inclusive workplace. Still, the question of why someone with so many training failures would continue to be hired at other airlines seems to be too obvious to be ignored. Will this be dismissed as the result of a puzzling chain of unexplained administrative oversights?

Top Atlas Air flight training directors retire as government crash investigation looms

Miami Herald

By Taylor Dolven

February 22, 2020 06:30 AM

Nearly one year after Miami International Airport’s largest cargo airline Atlas Air crashed a plane killing three pilots, two top directors of the company’s training program in Miami suddenly retired this week.

Fleet captain Joe Diedrich and training director Scott Anderson abruptly left the company Tuesday. An internal email titled “Miami Training Center: Organizational Update” from senior vice president Jeff Carlson announced their departures as retirements. The shakeup comes as the National Transportation Safety Board’s final report about the fatal Feb. 23, 2019, crash is pending and the company reported a deep earnings loss for 2019.

The Atlas Air Flight 3591 crash happened as Diedrich was head of the Boeing 767 training program and Anderson was overseeing procedures, training and standards for the entire airline.

After departing Miami, the plane full of Amazon shipments suddenly increased in power and pitched upward about 40 miles outside Houston, likely in reaction to an activation of the go-around switches. Thirty seconds later, the plane nosedived 6,000 feet down into Trinity Bay, killing three people: captain Ricky Blakely, 60, of Indiana; first officer Conrad Jules Aska, 44, of Miami; and Mesa Air pilot Sean Archuleta, 36, of Texas, who was riding as a passenger on the flight.

Government crash investigators released a trove of documents in December showing that Blakely failed his proficiency test on the Boeing 767 in 2015 and was placed in a monitoring program “as a result of [his] repetitive need for additional training.” Blakely was removed from the monitoring program in February 2017. The documents also show that Atlas hired Aska despite his repeated training failures at other airlines.

“If I had that information at the time we would not have offered him a position,” Anderson told investigators about Aska. At the time of the crash, Blakely had worked for Atlas since September 2015 and had 11,000 hours of flying time, 1,250 hours on the 767. Aska had worked for Atlas since July 2017 and had 5,000 hours of flying time, 520 hours on the 767.

Atlas Air did not respond to requests for comment about the training directors’ retirements.

A Miami Herald investigation found that pilots for Atlas Air repeatedly warned company executives in the years leading up to the 2019 crash that if they did not bolster the training program and hire pilots with more experience, a plane was going to crash. At a meeting with executives in Miami in 2017, a pilot who had been with the company for two decades described an “erosion of level of experience in the cockpit.”

Carlson, the senior vice president for flight operations,agreed with the captain’s assessment. “I worry about quotas on the flight deck,” he said, according to the recording obtained by the Miami Herald. “I’m not oblivious to any of that. ... We know experience level decreases over time. That’s a challenge for this group. ... Regardless of the experience, the bar never changes. And I just want to make sure that sticks in the back of your mind.”

Since the crash, former CEO of the company William Flynn stepped down, and chief operating officer John Dietrich ascended to the role in January. On Wednesday, one day after the training directors’ departures, Dietrich announced a $293.1 million net loss for Atlas Air in 2019 and said the company has taken five of its Boeing 747 planes out of service due to a “softer market.” In 2018, the company reported a profit of $270.6 million.

Atlas Air Worldwide Holdings, formed in 2001, is the parent company of four cargo airlines — Atlas Air, Polar Air, Southern Air and Titan Aviation Leasing. Since 2010, the company’s fleet has grown from 29 planes to 123, boosted by contracts with Amazon and the U.S. Department of Defense.

In its interim report on the crash released in December, the NTSB found that total average flying time for new hires at Atlas Air and Southern Air dropped to around 5,600 hours in 2018, compared to 7,303 hours in 2015. Two-thirds of pilots have been with the company for less than five years. The FAA requires that new hires have at least 1,500 hours.
https://www.miamiherald.com/news/bus...240510511.html
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Old 11th Jun 2020, 19:34
  #107 (permalink)  
 
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NTSB to hold virtual board meeting July 14, 2020 - per Aviation Herald. Meeting will be webcast.
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Old 14th Jun 2020, 08:19
  #108 (permalink)  
 
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Old 28th Jun 2020, 12:53
  #109 (permalink)  
 
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I took a look at the FDR data file in the public docket. While I first thought it would contain answers to the display issues suspected, it wouldn't. Details of my findings haven't appeared here yet since I'm new and my posts are mod checked.

Anybody interested?
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Old 28th Jun 2020, 23:15
  #110 (permalink)  
 
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Might as well wait till 14/7 and see if some conclusive answers are forthcoming
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Old 28th Jun 2020, 23:33
  #111 (permalink)  
 
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Ray_Y

I’m interested.
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Old 29th Jun 2020, 11:43
  #112 (permalink)  
 
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The accident flight FDR data is in file #66 in the public docket. Its FDR data starts at approx. 10:27 some minutes before takeoff and stops at 12:39:02 (local time). The parameters in file #66 contain, among the ones seen in the report's charts, these: A/P and A/T modes, MCP values, ADC status, Flt Controls/Surfaces and Stab Pos info, EFIS switches!, Engine Values, HYD/ELEC/...

My first analysis was the following (not from Graphs but looking for value changes in some of the parameters):


A/P "C" was never off since departure, "L"+"R" never engaged

12:38:04: Parameter "Flaps Handle" had changed from 0 to 1
12:38:10: Parameter "Flap Position-A/P" had changed from 0 to 0.5
12:38:14: Parameter "Flap Position-A/P" had changed from 0.5 to 0.9
12:38:30.92: Parameters A/P G/A Mode P + A/P G/A Mode R had changed to engaged
12:38:37: Parameter "Spd Brk Hdl Pos had changed from ~80 to ~13
12:38:40: Parameter A/P Caution changed to Caution and "Master Caution" to Caution
12:38:52: Parameter A/P Caution changed to Off
12:38:55: Parameter A/P G/A Mode P changed to Off, "Master Warning" changed to ON
12:38:57: Parameter "A/P Alt Mode" had Changed to Engaged again

12:39:02: End of FDR


I specifically looked at following one, because it's stated that on CVR the F/O mentioned he had difficulties with Display and possible EFI-switching: I found Parameters "EFIS Select SW-Capt" + "F/O" were never on "Alternate", only "Norm" during the complete Flight.

3 things to note:

  • Flaps 1 were set 27s before G/A mode activated. So that was not the event to accidently push the TOGA buttons. And another flaps thereafter? Speed only reduced 236 to 233KIAS until G/A
  • Are you surprised now about the "EFIS never on Alternate" finding? Me too. The whole flight "Norm"! BUT: Later I took a deeper look. This value was recorded only every 4s. Might be the reason for a quick click-clack was missed from FDR. More of that in a later post
  • The data in the csv file is not easy to interpret. Moreover, I found one mistake from the author of that file, and I have issues with the data of the "ADC Invalid" parameter. Also later.
And besides: A/P really was never off. A/P came back to ALT HLD mode 5s before crash. Possibly this is related reaching the ("G/A") altitude 3000ft on MCP? That coincedes, but makes no sense. I don't know the 767. Does A/P disconnect or fall into CWS when applying manual force on the Controls?

Important: Everything up to my "3 notes" is factual. But don't draw early conclusions, because it's just part of the facts. Missing evidence is not evidence of missing! And of course I'm not free of being in error. So ask for clarification when in doubt.
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Old 30th Jun 2020, 07:31
  #113 (permalink)  
 
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silverstrata

If you dont have these stick and rudder skills before you get to jets, you should never get there. It should be some pre hire evaluation.
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Old 30th Jun 2020, 19:00
  #114 (permalink)  
 
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I’m not sure you are telling us something we don’t know.

Pressed TOGA, fought the aircraft, crashed ?

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Old 30th Jun 2020, 19:07
  #115 (permalink)  
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Originally Posted by 42... View Post
If you dont have these stick and rudder skills before you get to jets, you should never get there. It should be some pre hire evaluation.
And why, oh why would this guy keep getting hired as a pilot after so many training failures?

The search for answers continues...
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