Atlas Air Crash Recreation - NTSB video of Flight 3591
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- Опубликовано: 14 июл 2020
- We'll be talking more about this accident and somatogravic illusion, which can also affect GA pilots, in the next episode of the Aviation News Talk podcast. Subscribe now, so you don't miss that episode: ruclips.net/user/AviationNew...
This animated reconstruction shows the sequence of events in the accident, which occurred at 12:39 p.m. central standard time on February 23, 2019. The accident involved a Boeing 767-375BCF, N1217A, operated by Atlas Air Inc. as flight 3591 carrying cargo. The airplane was destroyed after it rapidly descended from an altitude of about 6,000 ft mean sea level and crashed into a shallow, muddy marsh area of Trinity Bay, Texas, about 41 miles east-southeast of George Bush Intercontinental/Houston Airport, Houston, Texas. The captain, first officer, and a nonrevenue pilot riding in the jumpseat died.
The animation begins at 12:38:10 p.m. central standard time and ends at 12:39:02 p.m., just before the airplane crashed into Trinity Bay. The end of the animation transitions to a surveillance video showing the rapid descent and impact into the marsh area.
The animation is reconstructed based on information extracted from the airplane’s flight data recorder (FDR) and cockpit voice recorder (CVR), Automatic Dependent Surveillance - Broadcast (ADS-B) data, air traffic control communications, and aircraft performance data. The animation does not depict the weather or visibility conditions at the time of the accident. The animation includes audio narration and audio of the alerts in the cockpit.
The animation screen is divided into segments to display different pieces of information simultaneously. The upper left of the screen shows a three-dimensional model of the airplane and its orientation during the accident sequence.
To the right of the airplane view, at the top of the screen from left to right are three boxes with a digital readout of the airspeed in knots, the Go Around status, and a digital readout of the altitude in feet. Below those boxes are representations of flight instruments; from left to right the instruments and indicators shown are:
• Analog airspeed indicator showing airspeed in knots, along with a digital readout. The analog airspeed indicator includes a stationary maximum operating speed barber pole indicating 357 knots.
• Attitude indicator showing pitch and roll attitude, and an airspeed tape on the left showing airspeed, the airspeed trend vector, and the maximum operating speed barber pole, which becomes visible as the airplane speed increases and altitude decreases.
• An analog altimeter showing altitude in feet with a digital readout.
The lower left portion of the animation shows selected excerpts from the CVR transcripts as text appearing at the time indicated in the transcript. To the right of the CVR transcript, a profile view shows a plot of the altitude in feet versus horizontal distance in nautical miles; the plot updates as time progresses. The profile view also shows a dashed line near 3,000 feet altitude labeled ‘Cloud base - estimated’.
Next to the profile view, from left to right, the instruments and indicators shown are:
• Speed brake handle position.
• Right and left thrust lever positions.
• Control wheel/column icon depicting the recorded positions of the control wheel (rotating right or left) and control column (moving fore or aft).
The animation begins at 12:38:10 p.m. central standard time, with the airplane descending through 7,000 feet at 234 knots. The thrust levers are near idle and the speed brake handle is in the extended position. At 12:38:31 p.m., just after passing 6,300 feet, the Go Around mode is annunciated, then the thrust levers move to maximum thrust and the speed brake handle is moved to the armed position. The control column is pushed forward and the airplane pitches to a steep nose down angle. At 12:38:57 p.m., at 400 knots airspeed and passing 2,260 feet altitude, the control column is pulled back and the airplane begins to level out. The animation ends at 12:39:02 p.m., with the airplane at 433 knots airspeed and 300 feet altitude.
So tragic. Thanks for sharing, Max
You're welcome! I agree tragic, and a lot to be learned from it.
Recall seeing this aircraft parked at KRFD while practicing for my solo xc flight along with my CFI not too long before the accident. When things like that happen so close to home, it tends to have a more emotional impact on me and it makes me all the more interested in learning the cause and how to avoid it. Looking forward to the episode so we all can be safer pilots.
Vincent, I agree, accidents that occur close to my airport or in airplanes I've flown always hit the hardest.
That's why I love large PFDs with massive AIs. Boeing has finally accepted the importance of that in the 787 and 737 MAX. Airbus is still stuck with the same mentality of tiny AIs.
Yes, I totally agree. I was always a little nervous in clouds until the G1000 came out. With a 10-inch wide attitude indicator, you can easily tell when it's off by a couple of degrees. With the normal 2-inch AIs, it much hard to keep the wings level in the clouds.
really sad. Captain was distracted, F/O Disoriented, and he the F/O doomed the flight. Jumpseat pilot(s) saw an anomaly but too late. Startling series of events. Proximate cause somatogravic illusion by F/O . Contributing factor Cockpit Hygiene.
And the F/O had failed numerous upgrades and checkrides, and failed to report his employment at two previous airlines where these occurred. He definitely had a history of problems, yet somehow slipped through all of the cracks.