| Status: | Definitief |
| Datum: | 08 SEP 1989 |
| Tijd: | 21:34 |
| Type: | Boeing 737-2B7 |
| Luchtvaartmaatschappij: | USAir |
| Registratie: | N283AU |
| Constructienummer: | 23116/999 |
| Bouwjaar: | 1983-12-08 (5 years 9 months) |
| Aantal vlieguren: | 17045 |
| Aantal vluchten: | 13991 |
| Motoren: | 2 Pratt & Whitney JT8D-15A |
| Bemanning: | slachtoffers: 0 / inzittenden: 6 |
| Passagiers: | slachtoffers: 0 / inzittenden: 58 |
| Totaal: | slachtoffers: 0 / inzittenden: 64 |
| Schade: | Licht |
| Gevolgen: | Repaired |
| Plaats: | Kansas City International Airport, MO (MCI) (Verenigde Staten)
 |
| Fase: | Nadering (APR) |
| Soort vlucht: | Binnenlandse lijnvlucht |
| Vliegveld van vertrek: | Pittsburgh International Airport, PA (PIT/KPIT), Verenigde Staten |
| Vliegveld van aankomst: | Kansas City International Airport, MO (MCI/KMCI), Verenigde Staten |
| Vluchtnummer: | 105 |
Beschrijving:USAir 105 was cleared to execute the localizer back course approach to runway 27 at 21:29:41. At 21:34:23, the local controller told USAir 105 "I can't tell for sure but it appears we have lost the lighting on the south side of the airport." The flightcrew later described seeing a bright flash about this time.
Subsequent inspection revealed that the airplane struck and severed four electronic transmission cables, located about 75 feet above the ground, approximately 7,000 feet east of the runway 27 threshold. The flightcrew executed a missed approach and landed uneventfully in Salina, Kansas. None of the passengers or crew was injured, but the airplane sustained minor damage in the incident.
PROBABLE CAUSE: "The flightcrew's failure to adequately prepare for and execute a nonprecision approach and their subsequent premature descent below minimum descent altitude. Contributing to the cause of the incident was the inadequate and deficient services provided to the flightcrew by air traffic control personnel."
Bronnen:
» NTSB/AAR-90/04
Veiligheidsmaatregelen
NTSB issued 9 Safety Recommendations
| Issued: 28-SEP-1990 | To: FAA | A-90-124 |
| SOLICIT REPORTS FROM PILOTS ABOUT POTENTIALLY CONFUSING LIGHTS OR OTHER FEATURES NEAR RUNWAYS ASSOCIATED WITH INSTRUMENT APPROACH CHARTS THAT DO NOT DISPLAY CAUTIONARY WARNINGS ON THOSE FEATURES AND REQUIRE THAT THE APPROACH CHARTS BE REVISED TO INCORPORATE THE NEEDED WARNINGS. (Closed - Acceptable Alternate Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-125 |
| MODIFY THE FUNCTIONAL STATEMENT OF THE FEDERAL AVIATION ADMINISTRATION OFFICE OF SAFETY QUALITY ASSURANCE AND PROVIDE SUFFICIENT RESOURCES TO IT TO MAKE IT CAPABLE OF PROVIDING EFFECTIVE QUALITY ASSURANCE AND SAFETY OVERSIGHT OF THE AIR TRAFFIC CONTROL SYSTEM. (Closed - Unacceptable Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-126 |
| REQUIRE THAT INSPECTORS HAVE CURRENT INSTRUMENT APPROACH CHARTS ACCESSIBLE TO THEM DURING THE CONDUCT OF EN ROUTE INSPECTIONS. (Closed - Reconsidered) |
| Issued: 28-SEP-1990 | To: FAA | A-90-127 |
| REVIEW THE TRAINING, POLICIES AND PROCEDURES REGARDING EN ROUTE FLIGHT INSPECTIONS AND REVISE THEM TO INCREASE THE LIKELIHOOD THAT FAA INSPECTORS WILL MONITOR ADEQUATELY CREW PERFORMANCE AND INFORM THE CREW, AS NECESSARY, WHEN VIOLATIONS OF FEDERAL AVIATION REGULATIONS OR UNSAFE PRACTICES HAVE OCCURRED. (Closed - Acceptable Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-128 |
| INCORPORATE REQUIREMENTS FOR VISUAL DESCENT POINTS IN FEDERAL AVIATION REGULATIONS PART 135, AIR TAXI OPERATORS AND COMMERICAL OPERATORS, SIMILAR TO FAR PART 121.651(C)(4). (Closed - Acceptable Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-129 |
| ISSUE AN AIR CARRIERS OPERATIONS BULLETIN DIRECTING PRINCIPAL OPERATIONS INSPECTORS TO URGE AIR CARRIERS TO ENSURE THAT FLIGHTCREWS ARE COGNIZANT OF THE PURPOSE OF VISUAL DESCENT POINTS AND TO INCLUDE APPROACHES WITH VISUAL DESCENT POINTS IN THEIR SIMULATOR TRAINING. (Closed - Acceptable Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-130 |
| PROVIDE SITE ADAPTATION GUIDANCE TO ENCOURAGE MODIFICATION OF MINIMUM SAFE ALTITUDE WARNING PARAMETERS, AS APPROPRIATE, TO MINIMIZE THE EXTENT OF INHIBIT AREAS. (Closed - Acceptable Action) |
| Issued: 28-SEP-1990 | To: FAA | A-90-131 |
| DIRECT PRINCIPAL OPERATIONS INSPECTORS TO VERIFY THAT THE AIRLINES THEY SURVEIL HAVE CLEARLY ESTABLISHED STABILIZED APPROACH AND MISSED APPROACH PROCEDURES FOR NONPRECISION APPROACHES, SUCH AS FULL-SCALE DEFLECTION OF LOCALIZER NEEDLE WHEN THE AIRPLANE IS INSIDE THE FINAL APPROACH FIX. (Closed - Acceptable Action) |
| Issued: 28-SEP-1990 | To: FAA and National Weather Service | A-90-132 |
| REQUIRE THE ACKNOWLEDGEMENT OF THE TRANSMISSION AND RECEIPT OF ALL WEATHER MESSAGES EXCHANGED BETWEEN AN FAA AIR TRAFFIC CONTROL FACILITY AND THE NATIONAL WEATHER SERVICE AT AIRPORTS WHERE WEATHER INFORMATION IS REGULARLY EXCHANGED BETWEEN THE TWO ENTITIES, TO INCLUDE THE TIME OF RECEIPT AND THE IDENTITY OF THE PERSON RECEIVING THE INFORMATION. FURTHER, THE EXCHANGE OF SUCH WEATHER MESSAGES SHOULD OCCUR OVER RECORDED TELEPHONE LINES OR RECORDED ELECTRONIC TRANSMISSION MEANS, WITH THE RECORDINGS RETAINED FOR A REASONABLE AMOUNT OF TIME. (Closed - Unacceptable Action) |
Show all AD's and Safety Recommendations
Foto's
Kaart
Deze kaart geeft het vliegveld van vetrek weer en de geplande bestemming van de vlucht. De lijn tussen de vliegvelden geeft
niet de exacte vliegroute weer.
De afstand tussen Pittsburgh International Airport, PA en Kansas City International Airport, MO bedraagt 1233 km (770 miles).
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.
