Shaggy1970

I choose not to post anymore on the B&G because is full of a small group of guys just like you who think its ok to belittle and marginalize people with a different point of view than the main stream.

So you think the IPA wanted to loose its party status? You don't think that the copy for the press release was not vetted by the legal staff and allowed to move forward? Why isn't anyone talking about this? There are a lot of questions currently out there that no one wants to answer and guys like yourself just choose to look the other way and marginalize people cause its easier I guess than to answer the hard questions. I guess ignorance is bliss, maybe you and your cronies should stop posting cause I am tried of your drivel and BS.

package puppy

Well....if your tired of my posts, feel free to do what you did on the B&G. You really do make me laugh, you spread accusations and false truths yet hide behind your mothers apron all the while claiming you're only asking questions. We can all see through that childish bull****.

Shaggy1970

Classy and befitting of a man of your caliber, years and experience!

MX727

You are correct. Sorry. I left out words. It all started with the dual mandate.

Tigerpilot1995

Shaggy, as usual you are asking your questions all the wrong way. Have you called an EB member with your questions? Your assumptions on the NTSB issue are way off and I know that because I picked up the phone and asked the people with the answers.

You get hammered here and on the B&G because your approach blows. It's not because people don't have the same questions as you. To compound matters when someone calls you out on your approach you throw a tantrum and storm off. Seriously, not even my 4 year behaves like that.

If you wake up in the morning and see an ******* then you've just seen an *******. If you see *******s all day then you are the *******.

Tigerpilot1995

To clarify, I don't see one question in your post above, just vengeful accusations.

MaydayMark

NTSB Report on 2013 UPS Cargo Plane Crash to Focus on Pilot Errors - WSJ

Federal investigators on Tuesday are expected to officially conclude that pilot mistakes and deviations from company safety rules caused the crash of a United Parcel Service Inc. UPS -0.45% cargo plane in Alabama last year, according to people familiar with the probe.

But the National Transportation Safety Board's final report, these people said, likely will stop short of citing crew fatigue as a contributing factor in the accident that killed both pilots. The safety board previously disclosed the sequence of events as the widebody Airbus A300 jet plowed into a hill in August 2013 during its final approach to Birmingham.

At a hearing in February, investigators disclosed that the cockpit crew exceeded the maximum vertical descent rate for an appropriate approach, failed to verbalize critical altitude changes and violated basic safeguards by continuing the final phase of a descent using limited navigation aids even though the runway lights weren't visible.

The accident has been a flash point for debates over cargo pilot fatigue. According to reports, interview transcripts and other data previously released by the board, the plane's crew had complained about chronic fatigue in the days and hours leading up to the fiery accident. The captain told one fellow pilot that the string of late-night and early-morning shifts was "killing" him, according to investigators.

During an early portion of the accident flight, the cockpit voice recorder captured the co-pilot telling the captain that "when my alarm went off" following a rest break during the duty period, she was upset. "I mean, I'm thinking, 'I'm so tired,'" she recalled according to the transcript.

A safety board spokeswoman declined to comment.

The board still could change course at the last minute. But as of late Monday, according to one person familiar with the probe, only one of the NTSB's four members was inclined to support fatigue as a contributing factor.

The safety board hasn't been able to definitively determine how long each of the pilots slept during a predawn layover before the flight. Nevertheless, pilot union leaders and outside safety experts have urged the board to emphasize fatigue as part of its formal findings.

UPS has said that the flight-time and rest schedules of the crew complied with Federal Aviation Administration rest rules that apply to pilots flying for passenger carriers. The agency mandates less-stringent fatigue prevention rules for cargo pilots.

The February hearing also underscored lax discipline and apparent confusion in the cockpit during roughly the final two minutes of the early-morning approach. Safety experts from UPS and the plane's manufacturer testified that the crew improperly used the flight-management computer to try to set up a safe approach path. When that didn't work, they said, the captain violated UPS rules by abruptly switching to a different type of approach and then commanding the autopilot to maintain an excessively steep descent.

UPS officials testified that both of those events should have prompted pilots to initiate an immediate climb away from the airport. Instead, the crew continued the approach below the safe altitude for making such a decision.

Christopher Hart, the safety board's acting chairman, in August took the unusual step of expelling both company and pilot union representatives from the investigation, citing unauthorized public comments about fatigue-related aspects of the probe.

BigBlue

This was written before the findings were released and is inaccurate. Fatigue IS cited as one of the contributing factors in the mishap. The NTSB also said that while 117 rest rules likely wouldn't have made a difference in this accident, that there should be one level of safety for everyone, especially since most of the cargo accidents happen because of fatigue. It will be interesting to see what UPS does from here.

Fly Safe!