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NTSB final report on Hendrick crash
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NTSB final report on Hendrick crash
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NTSB final report on Hendrick crash
"Jim Macklin" wrote in message
... PDF from NTSB http://www.ntsb.gov/publictn/2006/AAB0601.pdf One potential "External Pressure" on this flight that many people may not be aware of is that Ricky Henderson (the team owner's son who died on that flight) was slated to work as a spotter for one of the Hendrick cars. By rule, you can not grid your car if your spotter is not in position on the roof of the grandstand. IIRC, the Cup race that day had a 1pm Green Flag so that suggests to me they were running late. Even with a helo standing by at MTV to ferry everyone from the airport to the track, they'd have been cutting it close. Doesn't excuse the way in which the crew botched the approach, but it might (IMO) suggest perhaps some "Get There-itis." Just $0.02 worth from someone who works on the NASCAR tour. Jay Beckman PP-ASEL Chandler, AZ Technician, NASCAR on FOX / NBC / TNT |
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NTSB final report on Hendrick crash
Part of being professional is how you handle those
pressures. I don't know why the crew did what they did and when they suspected they had a problem. But a climb and a turn away from obstacles is always a good first step in getting another chance. Did the crew assume it was simple and skip the approach briefing, what were they doing with the GPS? How much experience did the crew have together and how much in THAT airplane? The RMI [ADF], DME and LOC should have been setup as primary and the GPS was not approved for an approach mode and should not have been programmed for an approach. Not trying to slam any pilot, trying to understand why pilots make mistakes so I don't make the same kind of error. "Jay Beckman" wrote in message ... | "Jim Macklin" wrote in message | ... | PDF from NTSB http://www.ntsb.gov/publictn/2006/AAB0601.pdf | | One potential "External Pressure" on this flight that many people may not be | aware of is that Ricky Henderson (the team owner's son who died on that | flight) was slated to work as a spotter for one of the Hendrick cars. By | rule, you can not grid your car if your spotter is not in position on the | roof of the grandstand. | | IIRC, the Cup race that day had a 1pm Green Flag so that suggests to me they | were running late. Even with a helo standing by at MTV to ferry everyone | from the airport to the track, they'd have been cutting it close. | | Doesn't excuse the way in which the crew botched the approach, but it might | (IMO) suggest perhaps some "Get There-itis." | | Just $0.02 worth from someone who works on the NASCAR tour. | | Jay Beckman | PP-ASEL | Chandler, AZ | Technician, NASCAR on FOX / NBC / TNT | | |
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NTSB final report on Hendrick crash
Jim Macklin wrote:
Part of being professional is how you handle those pressures. I don't know why the crew did what they did and when they suspected they had a problem. But a climb and a turn away from obstacles is always a good first step in getting another chance. Did the crew assume it was simple and skip the approach briefing, what were they doing with the GPS? How much experience did the crew have together and how much in THAT airplane? The RMI [ADF], DME and LOC should have been setup as primary and the GPS was not approved for an approach mode and should not have been programmed for an approach. Not trying to slam any pilot, trying to understand why pilots make mistakes so I don't make the same kind of error. When you really have to get there and the weather is like it was that day, you select an airport with a precision approach and plan the ground logistics accordingly. I recall someone familar with all the NASCAR issues in play that day said KDAN would have been a good choice, with a bit of planning when they were preparing to depart. |
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NTSB final report on Hendrick crash
The implication is that the plan to fly to this airport, in that
weather, with that aircraft flown by those pilots, was a bad decision. Everything seems fine to me. That situation seems to me to be exactly why race teams use GA. Two competent, proficient, experienced pilots just botched it. There are a lot things to learn from it and avoid having it happen again. Of all GA users, one might guess that NASCAR race teams understand the balance between pursuing goals, risk taking, and safety. Nothing is 100% - you simply keep trying to get there. Sam Spade wrote: When you really have to get there and the weather is like it was that day, you select an airport with a precision approach and plan the ground logistics accordingly. I recall someone familar with all the NASCAR issues in play that day said KDAN would have been a good choice, with a bit of planning when they were preparing to depart. |
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NTSB final report on Hendrick crash
Maule Driver wrote:
The implication is that the plan to fly to this airport, in that weather, with that aircraft flown by those pilots, was a bad decision. Everything seems fine to me. That situation seems to me to be exactly why race teams use GA. For a personal flight it wouldn't be a bad decision at all given the marginal weather. For a "must arrive" situation it was bad planning. Two competent, proficient, experienced pilots just botched it. There are a lot things to learn from it and avoid having it happen again. I don't know what the lesson to be learned is, other than they were certainly not competent and proficient that day. I've been watching this stuff for a long time, and these kinds of errant blunders happen over and over. That's why airliners have TAWS these days, which was an outgrowth of GPWS, whicn in turn came about because of an air carrier errant blunder. Of all GA users, one might guess that NASCAR race teams understand the balance between pursuing goals, risk taking, and safety. Nothing is 100% - you simply keep trying to get there. |
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