Amazon 767 Freighter crash
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docjames
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Yeah not good. The usual speculative and mixed reporting.
Reports include:
- clear skys but some reports of scattered storms and wind gusts/changes
- appeared to be on descent normally then significant increase in rate of descent
- no mayday/comms
In some respects a blessing it came down over water and not a residential area.
Ex-LAN aircraft, operated by Atlas for Amazon Prime.
The 767 is a super-safe aircraft with relatively few hull losses. Hopefully CVR and Flight recorded found quickly
RIP the two pilots and the jump seater.
Reports include:
- clear skys but some reports of scattered storms and wind gusts/changes
- appeared to be on descent normally then significant increase in rate of descent
- no mayday/comms
In some respects a blessing it came down over water and not a residential area.
Ex-LAN aircraft, operated by Atlas for Amazon Prime.
The 767 is a super-safe aircraft with relatively few hull losses. Hopefully CVR and Flight recorded found quickly
RIP the two pilots and the jump seater.
jb747
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Most accidents throw up a bunch of possible causes, and whilst the final outcome is rarely as suggested by the pundits, it often has at least some relationship. This one...not really. A relatively benign part of the flight. Weather worth going around, but not outlandish.
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a YouTube video from a 777 pilot (previously on 767) which pulls together all of the data:
woodborer
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NTSB piecing it together
DCA19MA086
DCA19MA086
About 12:38, the controller informed the pilots that they would be past the area of weather in about 18 miles, that they could expect a turn to the north for a base leg to the approach to runway 26L, and that weather was clear west of the precipitation area. The pilots responded, “sounds good” and “ok.” At this time, radar and ADS-B returns indicated the airplane levelled briefly at 6,200 ft and then began a slight climb to 6,300 ft.
Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up. The airplane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. The stall warning (stick shaker) did not activate.
FDR, radar, and ADS-B data indicated that the airplane entered a rapid descent on a heading of 270°, reaching an airspeed of about 430 knots. A security camera video (figure 4) captured the airplane in a steep, generally wings-level attitude until impact with the swamp. FDR data indicated that the airplane gradually pitched up to about 20 degrees nose down during the descent.
Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up. The airplane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. The stall warning (stick shaker) did not activate.
FDR, radar, and ADS-B data indicated that the airplane entered a rapid descent on a heading of 270°, reaching an airspeed of about 430 knots. A security camera video (figure 4) captured the airplane in a steep, generally wings-level attitude until impact with the swamp. FDR data indicated that the airplane gradually pitched up to about 20 degrees nose down during the descent.
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