Pacific Western Airlines Flight 314 Aftermath Footage скачать в хорошем качестве

Pacific Western Airlines Flight 314 Aftermath Footage

Follow us on Instagram: https://www.instagram.com/aircrashdai... Accident Description: https://www.instagram.com/p/CohTbbzPn... 𝗣𝗮𝗰𝗶𝗳𝗶𝗰 𝗪𝗲𝘀𝘁𝗲𝗿𝗻 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟯𝟭𝟰 was a scheduled domestic passenger flight from Edmonton to Castlegar with intermediate stops in Calgary and Cranbrook. The flight was being operated by a Boeing 737-200 (Reg. C-FPWC) on 𝗙𝗲𝗯𝗿𝘂𝗮𝗿𝘆 𝟭𝟭, 𝟭𝟵𝟳𝟴. The plane departed Calgary at 12:32 and climbed to FL200 which was reached at 12:38. At 12:46, while descending out of FL180, Flight 314 contacted Cranbrook Aeradio. One minute later the crew were advised that snow removal was in progress. No further transmissions were received from the flight by Aeradio. The plane passed the Skookum beacon inbound on a straight-in instrument approach, and flew the ILS for runway 16 to touchdown. The plane touched down at 12:55 some 800 feet from the threshold and reverse thrust was selected. Suddenly the crew noticed a snow plough on the runway. A go-around was initiated immediately. However one of the thrust-reversers didn't fully re-stow because hydraulic power was automatically cut off at lift-off. The plane became airborne prior to the 2,000 foot mark, and flew down the runway at a height of 50 to 70 feet, flying over the snow plough. The left engine thrust reverser doors then deployed and the crew rapidly selected the flaps up from 40° to 15°. The plane climbed to 300-400 feet, banked steeply to the left, lost height and side-slipped into the ground to the left of the runway. The plane broke up and caught fire. 𝗖𝗼𝗻𝗰𝗹𝘂𝘀𝗶𝗼𝗻𝘀 (𝗙𝗶𝗻𝗱𝗶𝗻𝗴𝘀): 1. The estimated time of arrival of the aircraft at Cranbrook, calculated by Calgary ATC, and used by Aeradio for advisory purposes was considerably in error and resulted in a traffic conftict between the arriving aircraft and a vehicle working on the runway. 2. The flight crew did not report by the Skookum beacon on final approach, as was the normal practice at Cranbrook, thereby allowing the incorrect ETA to remain undetected. 3. Regulatory provisions concerning mandatory pilot position reporting during instrument approaches were inadequate. 4. The interfaces between the organizations providing Air Traffic Services, Telecommunications (Aeradio) and Airports Services were not well enough developed to provide a reliable fail-safe flight information service. 5. The pilots lost control of the aircraft consequent upon the left engine thrust reverser deploying in flight when the aircraft was at low speed, and in a high drag configuration. 6. The FAA design standards under which the Boeing 737 was constructed did not adequatety provide for the possibility of an aborted landing after touchdown and thrust reverser initiation. 7. The lack of a suitable national system of incident reporting, investigation, and follow-up corrective action allowed operational problems to remain uncorrected. 8. Rescue efforts at the accident scene were hampered due to lack of a fire fighting vehicle capable of negotiating deep snow and shortage of trained rescue personnel.