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Posted on 13/03/2023 at 3:36 am by / {{ KEYWORDBYINDEX 36 }}

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";s:4:"text";s:10897:"The April 4 METAR headwind of 9 knots at the time is added to the ground speeds, making airspeed 96 knots in the 09:53:05 AM April 4 data point (note that the arcing track getting from the 09:52:44 to the 09:53:05 data point is actually a further distance than straight line, making the true airspeed slightly higher):April 4 METARS (from mesonet.agron.iastate.edu):KBYI 041350Z AUTO 22009KT 10SM CLR 04/M08 A2975KBYI 041353Z AUTO 23009KT 10SM CLR 05/M08 A2975For the accident day, the April 13 METAR headwind of 8 knots at the time is added to the ADS-B reported ground speeds.At 21 seconds before reaching the tater building's edge and 300 feet higher, airspeed was 81 + 8 = 89 knots:Wed 10:32:04 AM 42.5578 -113.7532 216 81 93 4,450 -750http://maps.google.com/maps?t=k&q=loc:42.5578+-113.7532At reaching the edge of the building, 80 + 8 = 88 knots: Wed 10:32:25 AM 42.5520 -113.7592 217 80 92 4,150 -857http://maps.google.com/maps?t=k&q=loc:42.5520+-113.7592. With such small margins, even little differences count. I'm not a pilot. Tubers meaning starchy root vegetables like potatoes? In her job as Commissioner Doris is in the forefront of efforts to retain the very busy Santa Monica airport which is threatened by a very small but vocal group of neighbors and an unsympathetic City Council. It doesn't provide the external factors such as bird strikes or the flight deck conversation to know the human factors. The fully revealed circumstances are a huge cautionary tale. there's no margin for error.My previous post - http://www.kathrynsreport.com/2022/04/cessna-208b-grand-caravan-n928jp-fatal.html?showComment=1650993837300#c308390018535584787 I, You are a good sport to allow me to reference the database record and dangle the alluring suggestion that the FAA obstruction record is more accurate than your assumptions. The FAA is expected to release the preliminary results of their investigation in the coming days. And if your flight path elevation there is correct (not saying it isn't), 4,365 is below the MDA of 4,560 so all pilots would have visual conditions before reaching it by simply following the MDA protocol.Here is the record for the stack she hit, obstruction #16-036731.16-036731 O US ID HEYBURN 42 33 05.92N 113 45 34.15W STACK 1 00100 04256 R 4 D P 2016ANM01617OE A 2017285Full stack record discussion showing the source data origin, how to decode the obstacle record and a position verification to be certain of the correct match by mapping the 42 33 05.92N 113 45 34.15W location is already posted up thread. Maybe there could be a re-post with an explanation that new commenting is closed out of respect for survivors but final docket and CVR content is important to communicate for education and awareness. Kathryn's Report: Judge Awards $11.9 Million in Suit Against Civil Air Patrol: Beechcraft 95-B55 Baron, N36638, Executive Aircraft Storage LLC, fatal accident occurred February 22, 2014 at LaGrange Callaway Airport (KLGC), Troup County, Georgia. There is no need to conflate the egregious errors in the case of N56KJ. Besides, every "pilot" who mentions how "slow" an aircraft was flying based on these data have lost complete credibility and their opinions are not relevant. )Would a C208 pilot purposely establish/maintain the almost 50 knot slower accident approach speed after encountering the plume on the first approach? First responders recovered about 40 gallons of jet fuel which had spilled from both wings. LINKS:Kathryn's Report: http://www.kathrynsreport.com/2021/10/fatal-accident-occurred-october-11-2021.html#comment-formVasAviation: https://www.youtube.com/w. It's not the answers that friends and family will want.The Caravans of today, even one 9 years old, are equipped with the G1000 avionics system, really about a dozen computers. Every banality gets analyzed superficially and repackaged as advice or fear. AD Compliance Report April 2022. He was simply stating facts about how ADSB data are disseminated. The imgur caption has the correct runway number. Additionally, with the needles centered she would have been 100 feet to the right of the stacks on a normal GPS approach.Looking at the ADS-B track on the missed it shows her at 6950 which should be coming from the GPS. Not sure what to say about plate interpretation, but what the pilot sees on flight displays is from a loaded copy of that electronic obstacle database, which is a good thing. "Don't bust minimums. Brittney went on to graduate from Utah State University with a degree in Finance in 2018. . The point is there are numerous comments disparaging this accident pilot for busting mins despite not fully understanding the situation, and its unwise, unhelpful, and hurtful to many to spread uninformed none sense. She was also trained in aerobatic flying, advanced spin training, and upset recovery training. But mostly commercials.That helps in creating a neurotic anxious people who become good consumers and worker bees happy to get paid little in exchange for jingoism to be proud of. She not only saw the best in people, she brought out the best in people. Others in earlier comments cited an obstruction of 60ft AGL with a lateral offset from the centerline, but that is *not* the stack that was hit.Here are the numbers I used in arriving at the above conclusions:(1) Runway displaced threshold length = 305.7ft (measured from satellite data)(2) Distance from runway threshold to impacted stack = 2633.4 ft (measured from satellite data)(3) Distance from runway threshold to JAMID = 1.6 NM (9721.8 ft) (on published approach plate)(4) Altitude when crossing JAMID = 4800 ft (on published approach plate)I included the 40 ft TCH elevation offset from the approach plate in my conclusions above.Assumptions:(a) Assuming the ground surface elevation at the potato plant is 20ft above the runway TDZE. The spillover is poisoning minds and public discussion everywhere. Also the color of the building itself? Four years ago, Burley airport lost their Federal Aviation Administration funding because it did not meet their safety standards due to short runways. A highly paid government administrator owns that failure.Perhaps we should instead ask ourselves why our government prints money for the endless series of foreign wars and funding of every new citizen who wades across our southern border but we can't equip these airports with an ILS.Put 14 billion on it. that happens in many non precision approaches, very common.Someone commented:At reaching the edge of the building, 80 + 8 = 88 knots:Wed 10:32:25 AM 42.5520 -113.7592 217 80 92 4,150 -857Airspeed of 88 is ok, yes it fell off but stalling speed is in the low 60's.2nd the descent rate is -857. Brittney had a special connection with her siblings and their children. Top of the stack that was hit is 100 feet AGL. I will give the details below for others to replicate, but here are my conclusions:(1) If you start at 4800ft at JAMID, and then descend with a 3.75 degree angle from horizontal as advised on the published approach plate, you would clear the top of a 100' AGL stack by only *63 feet. Looking at obstacle markings on the BYI RW20 approach plate, it is interesting to compare to ALL of the HEYBURN-associated obstacles that exist in the current 16-ID.dat obstacle database.Notably, the 4179' obstruction shown by the river at 7th avenue in the inset runway detail of the plate is not in the database, appears to be Gossner's Magic Valley Chalet based on low height and location. This can occur on take-off and landing and with sufficient rapidity to obscure the runway and other landmarks during a critical time in flight. Thanks for the correction, point taken. For rise, the difference between the uncompensated raw reported altitudes at the two points will be used. The stack is depicted on the approach plate as being 4304' MSL. That building and stack was constructed relatively recently. The ASOS facility is located 600' west of the runway 20 threshold, so I think the Caravan would have broken out approximately 4650' from the runway and just 2100' from the stack that was hit. Operating Certificate(s) Held: Commuter air carrier (135), Observation Facility, Elevation: KBYI,4143 ft msl, Distance from Accident Site: 1 Nautical Miles, Wind Speed/Gusts, Direction: 8 knots / , 190, Departure Point: Salt Lake City, UT (SLC), Latitude, Longitude: 42.551433,-113.75969. If she was at MDA at that moment, then the average descent angle from VMC to tower is close to 9 degrees. 4 fatal. Here are those METARs:KBYI 131430Z AUTO 20007KT 2SM -SN BR BKN021 OVC028 M03/M06 A2997 --- crash occurred @ 14:32 Z ---KBYI 131440Z AUTO 21008KT 2 1/2SM -SN BKN030 OVC047 M03/M06 A2997In spite of those reports, the pilot's reputation is being maligned with the "intentionally busted minimums" assertion. That is on pace with last year's 75 fatalities. Perhaps he could have dumped full flaps and ground effected to just clear over the retreating water waves which is what they hit to flip over. The obstacle she hit was less than half a mile from the runway and at or below 100 AGL, so unless you think the weather somehow magically decreased to 200 ft ceilings and half a mile vis, she definitely had the runway in sight well before she hit the obstacles, so "busting minimums" was not a factor.If you are focused on approaching a short runway, there is no VSGI to guide you on the required steep non-standard descent angle, it can be easy to miss the grey colored obstacles that don't stand out. Succinct. I know this is a LNAV approach so vertical guidance is not provided as it is on a precision approach.Here is the approach plate: you have to zoom in to see the 4304' stackhttps://flightaware.com/resources/airport/BYI/IAP/RNAV+(GPS)+RWY+20/pdfHere is the track-log:https://flightaware.com/live/flight/N928JP/history/20220413/1300Z/KSLC/KBYI/tracklog. Yesterday's divert impact/scramble is fresh in pilot's mind.4. One Way Charter Flight Pricing and Costs evoJets. Can't tell from pictures if both wings were at crash site. Messages that harass, abuse or threaten other persons, such as threats to cause bodily harm, or that contain obscene or otherwise objectionable content, may result in the loss of your posting privileges. "The captains change to a vertical speed approach after failing to capture the profile glidepath was not in accordance with UPS procedures and guidance and decreased the time available for the first officer to perform her duties." Family said "he was a great guy" Must of been a mechanical problem!" Two small sections of the Cessna 340's left tip tank was located near the Cessna 152 wreckage. A quick but not exhaustive search finds this example guidance from a past advisory circular regarding the use of a 24-hour medium intensity flashing white light system:"not recommended on structures within 3 nautical miles of an airport. ";s:7:"keyword";s:29:"cessna crash kathryn's report";s:5:"links";s:717:"Duodenal Polyp Removal Recovery, Metlife Computershare Unclaimed Property, Marlo Hampton Ted Turner, Alaska Marine Highway Fares, Do Male Actors Wear Lipstick, Articles C
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