Lessons from an airline crash investigation

I have bendix on mine. Both the roll stability detectors and the front radar device that tells the ever so informed management my every move when it comes to following distance.

In addition! If you have three red bars (meaning less than .50 second following distance) the brakes automatically activate, irrespective if someone is behind you or not. A report is sent to my supervisor telling him the incident location, speed before the incident, following distance per 1/8 mile prior, and 1/8 mile after.....

if you go around a corner too steep, too fast, the brakes activate. Again, the executive team at jb hunt insist on having these devices and want to hold our hands every step of the way!

I personally dont don't care about the devices, fine, except in the Bronx and Long Island where the probability of these alarms going off is three fold compared to i84 west/east to conn.

 

Seems a lot of assumption. You see a lot of drivers out there struggling to overcome their poor driving habits... or something...?

Exactly how many truck crashes in which "new technology" was found to be a contributing factor are we talking about...?

 

Who the hell cares. I won't have it either. What stupid technology. If you drive NY to DC the #### thing will wear out the brakes on July 4th weekend. If it saves your life, fine but don't put it on me. I was on I 40 in 1985, driving a KW with a 290 in wheel base and torsion bar suspension. I had stopped for coffe at the 71 mm and driven to the 150. The torsion bar broke on the right side between the tandems allowing the frame to collapse and drop the trailer onto the front driver. This caused it to lock up and flip the truck all in 1.5 seconds and you tell me how your electronic brakes would have saved me from that wreck. Usless garbage.

 

WTF has this to do with driving a truck??????

The average truck driver couldn't START most jet engines let alone taxi an airliner.

That said most airline pilots couldn't get a class 8 truck to move.

 

I'm afraid you're oversimplifying this issue a tad bit. The triple 7 has more technology on it's left landing gear than any technology available for trucks put together. I'm afraid that comparing the complexities of the technologies between these two systems is silly.

 

Lepton: What additional training would you suggest for drivers chained to the OnGuard or similar systems?

 

I think it's more closely related to crashing a truck. The similarities of aviation and truck crashes vastly outnumber the differences... both are usually the result of significant and easily avoidable pilot error.

What this report accentuates is how a crew of 3 experienced pilots, regardless of lack of experience in that type aircraft, can miss the fundamentally obvious right in front of their faces until it's too late to avoid the crash

Lepton1 suggests this crash may be attributable to over-reliance on automated systems... increasingly being used in trucks in the form of collision/crash-avoidance technology, that presumably can lead to pilot complacency.

It's an interesting and plausible premise, but the Asiana crash is a better example of piss-poor piloting... and maybe pilot training.

"...as many as 30 errors that cascaded from minor and correctable 14 miles out of San Francisco..."

14 miles at 250 kts. (a typical "approach" speed) = 2:55, almost 3 minutes (not including throttling back to landing speed).

 

Piece of cake ; )

 

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