1996 USAF T-43 (737-200) crash near Dubrovnik
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1996 USAF T-43 (737-200) crash near Dubrovnik
Just saw a documentary about the crash of :
US Sec. of Commerce Ron Brown and others crashed in the USAF T-43 (737-200) near Dubrovnik, Croatia years ago during a rushed NDB approach.
Does anyone know if the theory of the NDB closest to the threshold was not jammed by "terrorists" ??
A fake more powerful NDB signal could have been temporarily installed around the crash site.
http://www.defenselink.mil/news/news....aspx?id=40796
Is there a full report online ??
.
US Sec. of Commerce Ron Brown and others crashed in the USAF T-43 (737-200) near Dubrovnik, Croatia years ago during a rushed NDB approach.
Does anyone know if the theory of the NDB closest to the threshold was not jammed by "terrorists" ??
A fake more powerful NDB signal could have been temporarily installed around the crash site.
http://www.defenselink.mil/news/news....aspx?id=40796
Is there a full report online ??
.
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Person Of Interest
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They just got behind the power curve...just one more reason why having an ATP (or the USAF equivelent) does not qualify one to fly in some of the more remote regions of this planet...
How many of the "new hires" at any airline today would be able to conduct an NDB approach safely in IMC?
How many of the "new hires" at any airline today would be able to conduct an NDB approach safely in IMC?
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btw - one of the controllers in charge that day later commited suicide.
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when this crash happened, I brought a copy of the apch plate (jepp mind you) to the ready room and asked my fellow pilots how they would set the radios for the approach...1 adf receiver only.
no one could figure it out.
as I recall, the primary navaid was NOT the one at the threshold...if someone has a copy of the plate, they might post it.
no one could figure it out.
as I recall, the primary navaid was NOT the one at the threshold...if someone has a copy of the plate, they might post it.
as I recall, the primary navaid was NOT the one at the threshold
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quote DownIn3Green: " They just got behind the power curve... "
say what !!?? 80 knots too fast does not seem behind the power curve. You mean not behind the ball.
" .....According to the report, the pilots did not properly configure the aircraft for landing before starting the final approach. They came in 80 knots above final approach speed, without clearance from the tower. The rushed approach, late configuration and a radio call from a pilot on the ground distracted the crew from adequately monitoring the final approach, which proved to be nine degrees left of the correct course, Coolidge said.
The pilots also failed to identify the missed approach point. If they were unable to see the runway at that point, they should have executed a missed approach..... "
Since they hit near the top of the mountain doesn't that mean that they could of been doing a go around !!??
Any one wanna jump in.
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say what !!?? 80 knots too fast does not seem behind the power curve. You mean not behind the ball.
" .....According to the report, the pilots did not properly configure the aircraft for landing before starting the final approach. They came in 80 knots above final approach speed, without clearance from the tower. The rushed approach, late configuration and a radio call from a pilot on the ground distracted the crew from adequately monitoring the final approach, which proved to be nine degrees left of the correct course, Coolidge said.
The pilots also failed to identify the missed approach point. If they were unable to see the runway at that point, they should have executed a missed approach..... "
Since they hit near the top of the mountain doesn't that mean that they could of been doing a go around !!??
Any one wanna jump in.
.
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I seem to recall that the USAF dictated the ADF must not be switched to the next aid (company procedure?) and as a result the 737 continued to back track on the NDB behind it instead of once passing that NDB, bringing the ADF to the NDB in front of it. That latter NDB I think was needed for the missed approach. Result being the aircraft was tracking inaccurately and more and more off the inbound published track. The reason for the company procedure was purportedly to reduce the chances of the crew mis-selecting the NDB ahead. Difficult to believe the curious reasoning by whoever dictated this limitation.
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Let me rephrase, what specific post here do you consider conspiracy ???
Quote:
Can we confine the discussion to tech aspects, please .. and leave the conspiracy things to other places ... ?
Quote:
Can we confine the discussion to tech aspects, please .. and leave the conspiracy things to other places ... ?
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.. easy on, colleague ... all I am requesting is that posters avoid dabbling in the occult in respect of this thread .. keep it factual, or reasonable opinions relating to the known story, and all is well.
Tech Log is not the place for the conspiracists .. there exist other places where such discussion is welcome.
At day's end, right or wrong, the moderators are the arbiters of content and folks who might be offended have the avenue of redress to the PPRuNe senior hierarchy.
Tech Log is not the place for the conspiracists .. there exist other places where such discussion is welcome.
At day's end, right or wrong, the moderators are the arbiters of content and folks who might be offended have the avenue of redress to the PPRuNe senior hierarchy.
Current Jepp plate (16-1, 24 MAR 06) has interesting note
Also MDA is now 2300 ft, terrain contours are depicted on chart and luckily, there are VOR, DME and ILS at the airport.
1. Inbound from KLP, change to CV at midpoint.
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Formal Report?
Apologies for dragging up a thread from over a year ago, but does anyone know if the formal report is available online?
I have read the short version and the Flight Safety Foundation pdf, I could just do with an online copy of the pucker version! I am led to believe it is fairly lenghty.
Cheers
GQ
I have read the short version and the Flight Safety Foundation pdf, I could just do with an online copy of the pucker version! I am led to believe it is fairly lenghty.
Cheers
GQ
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A fake more powerful NDB signal could have been temporarily installed around the crash site.
Great read, BTW.
Last edited by barit1; 25th Oct 2008 at 23:37.
The briefing I received on the accident, was that it was a Two NDB approach which requires BOTH NDBs to be similtaneously received and navigated off throughout the approach. The idea of dual NDBs was that the trapazoid off the outer NDB expands until it intersects the trapezoid from the NDB at the approach end, the later trapezoid then narrows approaching the station. This dual beacon allows lower mins due to the smaller containment area and the positive MAP. The 737, however, was not equipped with two separate ADFs thus it was not equipped for the approach. This analysis was vetted by an outside contractor.
None of the foregoing negates the fact the crew poorly briefed the approach, did not understand the equipage required, configured late, may have had crew rest issues due to late changes in the itinerary, etc. AF-wise, a significant accident that had some nasty effects for senior officers involved. GF
None of the foregoing negates the fact the crew poorly briefed the approach, did not understand the equipage required, configured late, may have had crew rest issues due to late changes in the itinerary, etc. AF-wise, a significant accident that had some nasty effects for senior officers involved. GF
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None of the foregoing negates the fact the crew poorly briefed the approach, did not understand the equipage required, configured late, may have had crew rest issues due to late changes in the itinerary, etc
A lesson for all here, think ahead, for best results.