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This is the story of air transport international flight 805. On the 15th of february 1992 an air transport international DC8 freighter was on the ground at seattle tacoma international airport. The plane was loaded up and took off ahead of schedule. The flight to toledo was normal, nothing out of the ordinary. As the first officer flew the DC8 towards toledo they picked up a bit of precipitation on their weather radar. It was at level 1 or 2 nothing too bad and nothing that the pilots or the plane couldn't handle. The pilots up until this point in their approach had been in instrument meteorological conditions, this meant that they had to fly the plane by the instruments and not by visual cues. But this isnt a problem on any modern airliner. At 3:12 am the controller at Toledo cleared the plane to land. It was starting to get a bit stormy in the cockpit as well. The captain was not really happy with the way the first officer was flying this plane. “He said things like “If you're gonna fly that slow you're gonna need more flaps” “Still don't have enough flaps for this speed, add power, you're not on the glide path bring it up to the glidepath” “You're not even on the effing localizer at all”. To say that the captain wasnt satisfied with the flying of the first officer would be an understatement and a few minutes later the captain had enough. He said “Okay we’re gonna have to go around, were not anywhere near the localizer”. First lets get some terminology out of the way, Think of the localizer as the extended centerline of the runway, if youre on the localizer it means that youre lined up with the runway perfectly. The glideslope is the proper path of descend for a plane landing on the runway. If youre on the localizer and on the glidepath it means that youre positioned correctly to land on the runway.
As the pilots put flight 805 into a climb the controller wanted to know why the pilots were going around, the captain told the controller that they had lost the localizer in the clouds so they were going around for attempt number 2. The controller soon had the plane on the base leg and was vectoring the pilots to intercept the ILS. The second time around the pilots were still struggling a bit to intercept the localizer. But at 3:21 am the pilots were cleared to land again and the pilots asked the controller about the surface winds. The winds at the runway were at 10 knots and at 100 degrees but at their altitude the winds were at 180 degrees and 35 knots the captain did not like this at all he said “ "13 degrees of left drift...man, they really got a bad effing situation here.
Right out of the south direct effing crosswind giving you twelve degrees of drift right now” it looked like they'd have to contend with some strong winds on their way down to the runway.
In the cockpit the the ground proximity warning system and the sink rate warnings went off multiple times and the first officer was riding the throttle to get the plane back on the glidepath, the captain said “Push the power and get back upto the glidepath” But attempt number two looked like it wouldnt work out, so this time the captain took control of the plane and performed another go around. But as the flaps and the gear were retracted the plane started to bank to the left. The captain said “what's the effing matter here” , in the cockpit the warnings were going off all over the place. The flight engineer was asking the captain to pull up but the captain could not recover. Flight 805 crashed about 3 miles north north east of the runway. None of the 4 people on board survived and 13 people on the ground were injured.
Flight 805 had crashed on its second go around attempt in moderately bad weather. To see how bad the weather was the investigators talked to two crews who had landed in toledo before flight
26 авг 2024