Category: Aviation Accident

Introduction

Even, though, plane accidents are uncommon they habitually result into baffling catastrophes. This is accredited to the increased numbers of individuals on board and wiry probabilities of endurance. Prior researches point out that roughly 90% fatal cases arise from the accidents furthermore; passengers’ plane crashes typically affect persons on the ground (Coppola 82).

A falling plane may thrust into a structure, a metropolis or rupture into the fire which thus affects many people. Airline incidents have been blamed on inapt weather leading to diminished vicinity and human errors including carelessness and physiological disorders. Other causes include motorized failures especially the engine due to pitiable servicing processes.

A sole plane crash of immense significance was illustrated at Lockhart River, while moving towards the airport on May 7, 2005 (Barnes 3). A frightening catastrophe thus incorporated a Fairchild metro, 23 aircraft, this happened at 11.43am. The mishap lead to the loss of close to fifteen lives in a jagged up terrain. It is further noted that this occurred a few miles from the Airport best referred to as the Iron Range.

The concerned plane was heading towards a place known as Carins, from Bamaga; however, it was to make a halt at the mentioned airport. It is equally notable that the 19 seater Metroliner had crew members that totaled to two; furthermore close to 15 passengers were on board, thus including 12 men and 3 women. In the end, the spoils were revealed lying on a hillside roughly 11 km from the river (Lockhart).

Preface examination indicated that the facts recorder, cockpit, did not document any information for the air travel or flight. It is central to mention that the release and rescue teams held responsible the cruel weather conditions for effectual reply services. The scene was characterized by heavy clouds and grave raindrops that contributed to the occurrence of the accident.

It is further affirmed that clouds hanging at about a 1000 feet above the airdrome were hazardous for the plane because of the increased presence of vicinity issues. Another issue of concern is the ruggedness, which complicated the situation thus rendering it inaccessible to the calamity team.

This situation could even exacerbate the situation because of the impact arising that may be caused by the rocky places. It is further indicated that the pilot did not conform to the required routes as illustrated by the certified set of laws of the airline itineraries.

The report consequently indicates that the copilot had not received approval to put into practice runway operations prior to the plane taking off. It is also indicated that both descent and approach speeds that ought to have typified operations in the plane were not followed by the crew and team. It is crucial to affirm that the TransAir authorities were thus to blame since they failed to scrutinize the pilot’s conformity with the air guidelines.

(Picture indicating the scene of the accident)

Even, though, the cause for the accident lies with the deceased pilot, it is apparent from the retrospective examinations that the administration, pilot and copilot should be held culpable for occurrence of the catastrophe. The aptitude of the plane crew analyzing the plane was in doubt since they lacked approvals from knowledgeable pilots.

“The certifications of the TransAir were inconsistent with the Civil Aviation Safety Authority” (Barnes 3). It is also reinstated that failure of the cockpit to document any information indicates that the plane was deficient, further exemplifying the motorized and methodological problems. The concerned authorities were not able to establish the problem and apply apposite measures.

Issues Arising

Plant and Equipment

It is noted that the plane had apparatus failures like the incapability of the cockpit to document and verify information. This further highlights the concept that that the plane had motorized setbacks which went unobserved (ASN). Consequently, it is realized that the devise features of the Jeppesen instrument, which serves critical roles that entailed detection of approach chats had several limitations and failures. Its incapability to provide clear and valid charts led to the lessening of watchfulness and confusion.

The report outlines that the apparatus responsible for viewing the process did not identify issues associated with the ecological terrain. It is equally mentioned that the Jeppesen instrument did not depict the procedures for changing the gradient but only recognized the contours that were white in color. Regarding the plant issues, it is specified that the plane crashed on a rugged terrain, a factor that contributed to the writing off of the airline since the repair process would have been futile.

The incompetent co-pilot could not save the situation because of the unawareness of the technical issues which were unfolding. He had pilot formal training requirements to carry out his duties effectively. The crew on board did a lot of work for the period of the approach and this must have vanished situational understanding of the plane’s position.

Physical environment

The Iron Range, the park where the crash occurred was heavily timbered thus increasing the impact of the fall (ASN). The region around Lockhart River is a thick forest and extremely ragged which increased the severity of the situation. The vegetation in the region reduced the visibility thus obscuring the vicinity for the pilot and the crew. It is further mentioned that dense vegetation usually attracts rainfall, hence reducing visibility.

The scenery of the accident made it difficult to attain easy access especially for the rescue team so that they can offer their services in apt time. This eventually made it difficult for the catastrophe and examination team to locate the wreckage within the stipulated time. It is further clarified that delays caused by the ruggedness or the region contributed to increased death since people did not receive the crucial care.

People and skills

The crew team started initiating airport landing strip approach with the full knowledge that the co-pilot was not capable of conducting such mechanism approach. Issues pertaining to skills are also recognized when the pilot neglected to conform to issues pertaining to recommended descending speed limits, consequently descending at escalated speeds.

Furthermore, there was ignorance of the section’s lowest harmless height drop thus propagating the crashing of the plane. It is thus certain that the plane was directed into the terrain by the pilot due to increased negligence of the rules. In the end, the passengers could not live on due to the severity of the impact. This concept is further emphasized, upon analysis of the wreckage since centers of escape were blocked.

The travelers were confined in the crashed plane, this coupled with brutal ground impact culminated in their demise. The disaster team could not approach the scene easily due to the ruggedness of the area. This means that passengers who could have been easily rescued eventually died. It is also clear that the radar squad did not continuously observe the position of the plane; furthermore, it was fathomed minutes later that the plane was absent (Barnes 21)

Systems and Methods

The cause of the catastrophe is accredited to the disregard of the system guidelines by the pilot. Other concepts include the presence of non functional instruments and diminished experience amongst the personnel. It is worth mentioning that the pilot could have comprehended clear indications by this instrument and taken apposite actions.

It is common knowledge in the aviation industry that descent at high speed could not allow for safe landing. This is because it would eventually culminate in system technicalities. It is thus crucial to determine why the pilot disobeyed the rules and descended quickly prompting the plane to lose control. In the end, it plunged into the dense forest. The co-driver could have used other methods of controlling the plane if he was experienced (Pritchard & Leavitt 14)

Timeline of Events

Table 1: Events from the departure to the time of crashing

Post incidence responses

Table 2: Timeline from the detection of the missing plane to the recovery of human remains

Table 3: outlines the organizations and people involved in the actual incident and participation

Parties in the sphere

Even though, no single life was saved several parties were involved in the Lockhart plane crash to bring things back to normalcy. The man at the control point, Mr. Peter, played a very vital role in detection of the missing plane.

It is clear that his contact with the Air-tropics led to the comprehension that Fairchild airplane went missing. All other officials at the airport acted swiftly to make certain that the crash point is identified almost immediately after the incident. The two air companies, TransAir and Air-tropics, were exclusively liable for the accident.

They took part in locating the crash spot and giving all-purpose information about the plane and the crew. Various administration officials like the police division and the ministry of transport took the first move to set contact strategies to gather information relating to the calamity (Barnes 5). The police and other government sectors assisted in the initiation of prelude investigations. The media was in the front in the spreading of information to the public on the proceedings of the incident.

It is noted that the disaster team played a very crucial role during the catastrophe aftermath. They assisted in the removal of the human remains, consequently, they aided in the constructive classification of the victims. More so, the medics at the Tonge centre helped in the final positive recognition of the crash victims (Barnes 23).

It was therefore, possible for the relatives of the victims to obtain their true members. It is also believed that the captain and the copilot applied their methodological experiences to evade the accident, but this is not known because they perished together with the passengers. It is also imperative to distinguish the roles of the general public because they are the users of the airplanes. All the interventions after the incident and avoidance of future accidents are aimed at satisfying the public needs.

Hierarchy of control

Elimination is accredited as one of the most suitable and recognized methods since they do not depend solely on people for its execution and sustainability whilst controlling accidents. Risk exclusion is considered the most sensible means of preventing hazards from causing ruthless effects to human beings and machinery (Ferrett & Hughes 105). The airline authorities could have eliminated the out of order equipments like the cockpit and Jeppesen among others.

These paraphernalia required thorough fixing and maintenance so as to serve their functions. Non functional paraphernalia need to be eliminated in the arrangement so as to avoid future happenings. The exclusion of the incompetent copilot who could not assist in saving the situation could have reduced the impact on the accident. Personnel, who are unable to meet the training requirements, consequently can not perform their duties effectively.

This is the next level of hierarchy of control which involves the substitution of the dangerous constituents by less hazardous so as to reduce the shock of the risk (Ferrett, Hughes 105). The faulty machines like the Jeppesen need to be replaced with effective equipment capable of giving apparent guidelines and situational attentiveness.

The accident was blamed on this equipment; hence similar gadgets should be eliminated with effective ones to deter future accidents. It could not read clear contours for the pilot thus prompting him to lose focus. An effective replica of cockpit which is able to record the required information is necessary in other planes.

Engineering is the third level of hazard management which involves the upgrading of existing appliances to dissuade future accidents (Ignacio& Bullock 250). This involves enhancing the efficacy of the equipment to reduce the catastrophes in the future. Moves to install habitual controls can help the pilot avoid hazardous areas like the forested and cloudy areas. The planes should be controlled robotically at the disappearance and approaching ports, since this helps in recognizing looming accidents at untimely hours.

The next level of control is administration which involves ample training of the personnel. The plane crew and the pilots must undertake all the required schooling for their jobs. It is indicated that the co-pilot of the luckless plane did not undergo the formal training required for his duties. It is the liability of the administration to ensure all the employees meet their minimum qualifications to execute their duties.

Training and instruction alone does not ensure protection but the employees should adhere to the set stipulations. “The pilot commanding the plane disobeyed the rules by descending at a faster rate than the required speed thus losing control” (Coppola 82). It is also specified that the crew were overwhelmed by the work, meaning that the administration had less employees on board. This should be ensured so that the crew do satisfactory work, and to the required standards.

The last step in the control of accidents is the use of individual protective equipment (Ignacio & Bullock 251). This is considered last in the chain of command because it does not manage the accident but reduces the brutality of the impact after the exposure or accident. The planes belonging to this company need to be fitted with protective devices like parachutes which passengers and the crew can use when accident strikes.

It is noted that no single person on board used a parachute to get out of the crashing plane. Furthermore, the fitted safety jackets and parachutes should be easily accessible by all the passengers in case of accident. The passengers should be inducted on the straightforward guidelines of using the paraphernalia for them to be well acquainted with the devices. The crew should be at the forefront in ensuring that all passengers get these services.

Best solutions for the long and short terms

The airline company should apply apposite long and short term elucidation in the future. The best long term answer to analogous accidents is the eradication of faulty gadgets and replaced with new ones. Equipment like the Jeppesen should be eliminated and fixed with novel permitted gears so as to avert future failures.

The incapable personnel should be eliminated and get replaced with competent workers who are able to execute the required duties. The short term approach to the problem is the issuance of shielding devices to the crew and passengers, which will help in the reduction of accident impact. The planes should be well fitted with safety belts and other associated appliances to be used by the people on board in cases of tragedy.

Making changes

It is noted that the administration in collaboration with the government should be responsible for the changes. The government should offer decision-making and dogmatic measures to ensure that all the necessities are installed in the airplanes. It is essential for the state to get involved, since it is charged with the liability of safeguarding the lives of its people. The financiers and other donors are also involved in the achievement of the long term solutions since fiscal matters are involved in such executions.

The admin should be at the fore front to ensure that long-term solutions are implemented. In particular, the management should provide strategy and headship in the abolition of faulty equipment and other policy changes (Kanki, Helmreich & Anca 10). It should be able to give solutions to methodological matters during the creation of the blueprint and implementation of the proposed solutions.

Short term changes should be initiated by the administration and implemented by the passengers and other staff on board. The administration should seek advice from experts like the Red Crescent to give guidelines on the finest safety measures to employ (Pritchard & Leavitt 14). It should make certain that protection measures and devices are well fitted in the plane. The association should ensure that safety belts, parachutes and other protection devices are reachable to the passengers (United States Air Force 155).

It is imperative to note that the passengers get enough training and sensitization on the application and usage of the safety gadgets. It is decisive to note that every personality has a duty to safeguard his or her life. The state should also get involved in creating the changes by ensuring all safety apparatus are well installed in the plane. It can do this through presenting supervisory services to the airline companies.

Works Cited

Aviation Safety Network (ASN). Accident description, 2005. Web.

Barnes, Michael. Inquest into the Aircraft Crash at Lockhart River. 17 August 2007. Web.

Hughes, Phil & Ferrett, Ed. Introduction to Health and Safety at Work. Oxford: Butterworth Heinemann, 2009. Print.

Ignacio, Joselito. & Bullock William. A Strategy for Assessing and Managing Occupational Exposures, 3^rd. Prosperity Avenue: AIAH, 2006. Print.

Kanki, Barbara. Helmreich, Robert. & Anca, Jose. Crew Resource Management. California: Academic Press, 2010. Print.

Pritchard, Kevin. & Leavitt, Amie. Anatomy of a Plane Crash. Minnesota: Capstone Press, 2010. Print.

United States Air Force. B-29 Airplane Commander Training Manual. North Carolina; Lulu.com.2008. Print.

There was no indication of any type of problem that could have warned the pilots of the impending disaster that would force them to crash-land the DC-10 that carried 285 passengers and eleven crew members. One engine gave way due to metal fatigue and as a result parts of it broke off and just like shrapnel the bits and pieces tore into three hydraulic systems of the DC-10. This meant that the pilots lost control of the aircraft the only thing it can do was to turn right. Later on, other pilots tried to understand what really happened to flight UA232 and using simulators they discovered that it was impossible to land that aircraft safely. Flight UA232 crashed into a runway at an airport in Sioux, Iowa. There was extensive damage to the DC-10 there were 110 fatalities including an infant. Everyone on board could have died, except for the skill and bravery of the pilot as well as the coordinated effort of the emergency response units that waited for them below.

Background

It was already past noon, on July 19, 1989, when the flight crews, flight attendants, and all the passengers on board the ill-fated aircraft were looking forward to a safe flight. It was supposed to be a routine trip because Flight UA232 was regularly scheduled to fly from Denver, Colorado to Philadelphia and then Pennsylvania with only one intermediate stop at Chicago, Illinois (Krause, 2003, p.445). It should have been business-as-usual.

The DC-10 was in capable hands. On the flight deck was Captain Haynes who was a a28-year veteran. Haynes had at least 30,000 hours of flying experience under his belt (Kilroy, 2008, p.1). The First Officer was William Records and the Flight Engineer was Dudley Dvorak (Kilroy, 2008, p.1). After crossing Iowa the crew began a right turn to take the DC-10 to Chicago. Then all of a sudden there was trouble.

Something went terribly wrong and then they heard a loud explosion. It was said that human error played a major role in the failure to detect the metallurgical defect of the stage 1 fan disk of the engine (Kolstad, 1990, p.10). The National Transportation Safety Board determined the same saying that there was an inadequate consideration given to the “human factor limitations in the inspection and quality-control procedures used by the United Airlines engine overhaul facility” (Krause, 2003, p.445). The crack was never discovered and so flight UA232 was given the green light to continue hauling passengers back and forth from Denver to Pennsylvania.

There was “separation, fragmentation and forceful discharge of stage 1 fan rotor assembly parts from the No. 2 engine led to the loss of the three hydraulic systems that powered the airplane’s flight controls (Kolstad, 2003, p.1). The pieces that broke away from the disintegrated rotor cut through all the hydraulic systems making it extremely difficult to guide the plane and to at least make it glide in the event of a crash-landing (Reason, 2008, p.200).

One report said that the aircraft was designed with redundancy in the system and with regards to the controls there were three separate sets of hydraulic controls that if one will fail there would be two on standby. It was even reported that the “probability of losing all three hydraulic systems was considered by the designers to be less than one in a billion” (Reason, 2008, p.200). This is the reason why there were no emergency procedures that was creat to deal with this particular scenario (Reason, 2008, p.200). Haynes, Records, and Dvorak had to fly the plane using everything that they know and they also need all the help that they can get.

There were so many things that took place but remarkably it only took thirty minutes, from the time that the pilots heard the explosion to the time that they were fast approaching Sioux Gateway Airport, Iowa (Krause, 2003, p.445). Even if they can manage to the land the plane the absence of adequate emergency response units and other trained personnel will result in a significant loss of life because of asphyxiation and injuries that when left untreated will result in death. But this is not the case with UA232 and the responders present at Sioux airport’s runway.

Emergency Response

The reason why an almost out of control aircraft coming in too fast and heavy did not result in the death of all the people involved in the crash-landing can be attributed to the well-coordinated effort of the emergency response units on the ground. They were able to do so because they were prepared to tackle such type of crisis. It was discovered later that the Emergency Response Group in Sioux City had a disaster drill two years prior to the event wherein the organizers had drawn up a scenario similar to the upcoming emergency crash-landing: “a wide-bodied jet that did not serve Sioux City crashed on the airport’s close runway” (Reason, 2008, p.204). In addition there was one more thing that enhanced the preparation process; the organizers added another facet to the plan that allowed more services to participate and to even involve emergency response units coming from small communities around the Sioux area (Reason, 2008, p.204). This means that the whole community was ready to tackle an emergency as significant as UA232.

The drill that was conducted two years prior to the incident not only prepared the leaders of Sioux community to handle the crisis but it gave them an a clear idea how ineffectual their present management system can be in the event of a major disaster. But on that day when UA232 was about to crash there were 14 of the county’s basic life support ambulances that were dispatched to the Sioux airport (Hogan & Burstein, 2007, p.102). Eighty city firefighters, both on-duty and off-duty were also present at the crash site (Hogan & Burstein, 2007, p.102).

State officials from Iowa also took part in the emergency response and because of that the state emergency operations center was able to dispatch six Army National Guard helicopters from Boon, Iowa, near Des Moines (Hogan & Burstein, 2007, p.102). Iowa’s state-wide law enforcement agency also sent a teletype message that broadcasted a request that if there be ambulances located at a reasonable distance from Sioux airport should respond immediately (Hogan & Burstein, 2007, p.102).

The response was immediate and it was significant because there were 35 ambulances that came from 29 communities outside Sioux City. Aside from that there were also four civilian EMS helicopters that responded and remarkably these helicopters came as far as 70 miles away from Iowa, Nebraska and even South Dakota (Hogan & Burstein, 2007, p.102). The outsiders were an impressive group composed of “20 paramedics, 100 basic emergency medical technicians, and 40 outside fire departments” (Hogan & Burstein, 2007 p.102). It was indeed an overwhelming response that benefited the survivors of UA232.

At the same time the two local hospitals were able to activate their mass casualty plans and assembled resources and personnel (Abkowitz, 2008, p.242). Due to this immediate response the first patient that came their way experienced an “orderly and efficient medical disaster response system” (Abkowitz, 2008, p.242). This was critical because based on the investigation many died not by the impact of the crash itself but because of the circumstances in the crash site such as smoke inhalation. One could just imagine what the casualty rate could have been without the readiness of the emergency responders.

Al Haynes who became a sought-after speaker in management training seminars after the crash pointed to one crucial factor that made it possible for the convergence of ambulances, medical personnel, and other emergency response units from outlying districts and communities. The captain said that it can be attributed to a “mutual aid program” (Haynes, 2008, p.1). Gary Brown the Director of Emergency Services in Sioux devised a mutual aid program that enabled him to work with more communities in the general area and the captain added: “I have seen pictures in magazines where a fire truck is sitting on a country border while the house across the street burns because the communities do not have a mutual aid program” (Haynes, 2008, p.1). This was not the problem in the UA232 disaster response.

Due to the mutual aid program initiated by Brown, representatives from surrounding communities were invited into the meetings wwherethe Emergency Disaster Service would draw up plans and execute drills and so many leaders from the State of Iowa were familiar with Sioux City and they knew what to do in the event of a major disaster. This allowed the emergency dispatcher to easily contact one community to the next requesting help. Even those who are not part of the community aid program came to help (Haynes, 2008, p.1). In addition, the meeting conducted by Brown allowed for the inclusion of post-traumatic stress units (Haynes, 2008, p.1). The captain said that this health group was an invaluable part of the whole emergency response system.

Another factor that improved the chances of survival of the crash victims was the timing of the accident. Since the town of Sioux was alerted of the impending crash-landing in the afternoon, it coincided with the shift changes in the local hospitals and as a result the workers for the morning and evening shift were able to converge in the hospitals and they were ready to handle more patients than what was normally possible for a small town (Reason, 2008, p.202). As a direct result of the convergence of medical personnel in the two local hospitals, there was one doctor and assisting staff that could be assigned to every ambulance when it arrived adding to the efficiency of the triage system in place.

Aside from medical workers it was also important to have trained personnel that can handle crowd control, vehicular traffic, and the safety of the people who were there to assist or to know what happened to their loved ones aboard the plane. It so happened the day of the month in which the 185^th Iowa Air National Guard was on duty and this means that there was 285 trained personnel who were there to help in dealing with the crash (Reason, 2008, p.202).

United Airlines also played a major role in coping with the disaster. The airline responded to the crash by directing large numbers of personnel from San Francisco and Seattle to assist the emergency response units and because of ,that there was at least one United Airlines employee for every family that went to the crash site (Reason, 2008, p. 206). It created a sense of order at Sioux City when it began to swell with people.

The DC-10 came in fast and strong at 215 knots which were 75 knots faster than normal and with a rate of descent of 1,854 feet per minute when the normal was only 300 feet per minute (Reason, 2008, p.) Thus, at the initial point of impact, there was an 18-inch hole that punctured the one-foot thick concrete (Reason, 2008, p.). There was a huge fireball because of the fuel that still remained in the tank and the plane broke into many sections. The impact, the destruction of the aircraft as well as the fire and smoke could have killed everyone but thanks to the emergency responders the survival rate was more than they could hope for.

Conclusion

The results of the simulator tests revealed that it was impossible to land UA232. The plane came in with an abnormal rate of descent and speed that bore a huge hole in the concrete, broke it into many sections and ignited a huge fire because of the fuel. Even if there were survivors all of them could have been killed afterwards because of asphyxiation from smoke and internal injuries that proved fatal to some. It was the well-coordinated emergency response built on the foundation of a mutual aid program between Sioux City and outlying communities that allowed emergency response units to efficiently gather near the runway to help. The Emergency Disaster Service at Sioux also played a major role especially when it comes to communication and coordinating local and even state resources to help cope with the disaster.

References

Abkowitz, M. (2008). Operational Risk Management: A Case Study Approach to Effective Planning and Response. New Jersey: John Wiley & Sons, Inc.

Flin, R. et al. (2008). Safety at the Sharp End. VT: Ashgate Publishing.

Hogan, D. & J. Burstein. (2007). Disaster Medicine. Lippincott Williams & Wilkins: PA.

Kilroy, Chris. (2008). “Special Report: United Airlines Flight 232.” Web.

Kolstad, J. (1990). “National Transportation Safety Board: Safety Recommendations.” Web.

Krause, S. (2003). Aircraft Safety: Accident, Investigations, Analyses, and Applications. New York: McGraw-Hill.

Reason, J. (2008). The Human Contributions Unsafe Acts, Accidents, and Heroic Recoveries. VT:Ashgate Publishing.

Human Errors

As established by the National Transportation Safety Board, this paper discusses the probable cause of Beech King Air 200, N501RH as related to human factors. The accident occurred because the crew lost situational awareness while making an attempt to land (Wise, Hopkin, & Garland, 2016). For instance, throughout the approach of the localizer runway, the aircraft was actually five miles ahead of what the first officer and captain believed they were. Despite having an accumulative 12,000 hours of flight experience, the crew miscalculated their position when communicating or getting instructions from the ground control tower (Strauch, 2017). Specifically, the aircraft ought to have been at an altitude of 2,600 feet and not 4,000 feet at the outer locator market (LOM). The variance of almost 1,400 feet is not negligible. This means that the plane approached the landing point when it was at an altitude of about 2,600 feet instead of the recommended 1,340 feet. The miscalculation as contributed by human error resulted in the missed approach point (MAP).

Another mistake made by the crew was a wrong climbing turn at the MAP. Actually, the first officer and the captain ought to have made a right climbing turn towards the LOM in order to level off at an altitude of about 2,600 feet, which is safe for approaching a landing attempt. However, even after passing the missed approach point, the aircraft continued to steadily descent from an altitude of 2,600 feet before leveling off at about 1,400 feet. Again, the plane climbed further ahead for about two extra miles after passing the airport by 8 miles. The miscalculation resulted in a collision with the rising terrain. These revelations indicate that the flight crew failed to properly and accurately execute the standardized approach procedure instrumentation despite constant communication with the ground control. The crew did not effectively implement the published missed-approach procedure (Griffin, Young, & Stanton, 2015).

The flight crew members were victims of human error by failing to use the existing navigation aids to constantly monitor or confirm the position of the aircraft before and during the landing approach. Moreover, the air accident investigation report indicated that the flight crew might have ignored the DME and ADF and instead relied on King KLN 90B GPS. Although the GPS is IFR-capable, its usage in pre-accident circumstances is not certified, especially in IMC (Lowe, 2016). As a result, the crew might have assumed the plane’s approach as normal despite having been on the wrong waypoint.

Another probable error in human judgment as contributing to the accident is the wrong reference. Since the flight crew over-relied on GPS in LOM navigation instead of the standard ADF. Moreover, the crew was given a landing clearance sooner than they expected and decided to continue the aircraft turn with the same altitude in the final landing approach (Strauch, 2017). The crew could have avoided this confusion if they had relied on the ADF. In addition, the data recorded on the radar indicated that the aircraft’s position at the time of attempted landing was not at the proper altitude or point.

Avoiding the Accident

The management of Hendrick Motors could have adopted several measures to prevent this accident from occurring. For instance, they could have created a standardized flight guideline manual that incorporates all the support instruments instead of overreliance on GPS. For instance, if ADF was activated, the accident could have been avoided since this instrument can give accurate information to the crew about the position of the aircraft and surrounding terrain at the time of landing (Strauch, 2017).

References

Griffin, T., Young, M., & Stanton, N. (2015). Human factors models for aviation accident analysis and prevention. New York, NY: Ashgate Publishing, Ltd.

Lowe, P. (2016). Hendrick King Air crew lost situational awareness. Web.

Strauch, B. (2017). Investigating human error: incidents, accidents, and complex systems. New York, NY: CRC Press.

Wise, J., Hopkin, D., & Garland, D. (2016). Handbook of aviation human factors (2nd ed.). New York, NY: CRC Press.

Cognitive factors refer to limitations by human error during critical decision-making. Aviation accidents are caused by pilots’ mistakes, mechanical errors, or inclement weather. In cognitive factors that may cause aviation accidents, pilots’ errors and limitations are mostly looked at. These limitations may be through human perception, attention, memory, and decision-making, which play a role in many aviation accidents. A simple alteration or mistake from a pilot or the co-pilot may cause an airplane crash.

Use of drugs by the pilot during the operation of the airplanes. From the aviation investigation final report, it was clear that the pilot was high on drugs. The autopsy conducted on the body showed a high amount of medications such as fluoxetine, benzoylecgonine, buprenorphine, and other drugs in his system. This is regardless of the pilot saying he was not on any medication. The abuse and usage of drugs before the flight may have caused him to lose control, leading to the accident.

Upon further investigation, it was clear that the pilot had been on drugs and was using them to cope with difficult situations. The pilot may have been under excessive stress, jeopardizing decision-making relevance and cognitive functioning, which is a prominent cause of the pilot error (Dismukes et al., 2018). The report also showed that the patient had records of a history of substance dependence and abuse dating back more than ten years preceding the accident, involving the misuse of at least four different substances. He had also been enrolled in various rehabilitation centers for ten years.

Another cognitive factor that may have caused the crash was poor decision-making. The pilot was not in the correct state of mind to operate an airplane. From the information provided by his spouse, the pilot was being treated for anxiety, addiction, and depression. This, therefore, means that his mind frame was not capable of controlling and piloting the plane. His mental condition and capabilities were limited, and he may have lost attention, leading to the plane crash. He was also experiencing some cognitive impairment due to his use of buprenorphine to treat substance dependence.

Unqualified personnel operating the plane. The information gathered about the pilot shows that he is a student pilot. This means he was not fully qualified to take a flight independently without guidance from an experienced pilot. This may have led to the crash due to the lack of knowledge and experience to handle the situation. The pilot may have panicked and caused the plane to crash due to a lack of experience in navigating at night and avoiding the terrain features in his route.

Due to his bipolar medical condition, and the abuse of his medication, the pilot may not have realized the risk he was taking. Defying the orders of his instructors not to make the journey was another mistake he committed, as he was not experienced and had never made long solo trips. The pilot was using the plane to run his personal errands, which was attending a casino to gamble. His motivation to reach his gambling destination caused him to lose concentration, causing the plane crash.

In conclusion, from the reports and the investigation conducted, it was clear that the plane crash was caused by human error. Considering the pilot’s medical history, he should not have been allowed to take flight. It is also clear that new measures must be implemented to ensure pilots do not lie about their medical and health conditions when practicing. Thorough medical tests also need to be carried out on aircrews to ensure none operate in an intoxicated state.

Reference

Dismukes, R. K., Kochan, J. A., & Goldsmith, T. E. (2018). Flight crew errors in challenging and stressful situations.Aviation Psychology and Applied Human Factors, 8(1), 35–46.

The Crisis

It is imperative to note that the crash of flight FZ981 is one of the most worrying incidents of 2016. It can be viewed as a crisis for Flydubai because its reputation has been challenged and it needed to recover the previous level of trust. The event was hard to predict, and the issue is that many internal and external stakeholders are affected. Circumstances of the incident were especially problematic in this case, and it has led to many controversies. The plane has crashed on the territory of Russia, and he situation in the country is quite unstable because of numerous conflicts and disagreements.

Moreover, 44 of the passengers were Russians, and it complicates the situation (Wood par. 6). Another aspect that should not be overlooked is that fire also occurred, and it could have led to severe consequences. However, the problem was resolved rather quickly. Therefore, some people have looked at it as an act of terrorism, and some believed that the behavior of the pilots was unusual. Flydubai had to examine the situation and available pieces of evidence before making any statements.

Another aspect that should be taken into account is that the sector could also be affected because individuals may think that the region is not safe and flights are dangerous. Tourism is a vital industry for UAE, and it could be very problematic if the number of tickets purchased would reduce. Therefore, Flydubai had a set of responsibilities because the damage could be long-lasting. The fact that none of the people that were on the board have survived also needs to be highlighted, and it is an enormous tragedy. Also, the plane that was used is viewed as one of the safest, and it is widely used all over the globe. It is possible to state that the incident is also problematic for the manufacturer.

This year had a small number of crashes because of increased safety measures (Fedorinova and Kamel par. 20). Therefore, some individuals have started to look at the company as unreliable and considered other options when planning vacations. Moreover, possible requests to return tickets could lead to flight cancellations, and the business could be hurt in the long-term. It would be hard to recover the trust in the company if it did not take an appropriate course of actions. The problem is that the cause of the catastrophe is still being investigated, and there is no consensus on this subject matter. The role of social responsibility has been increasing, and a corporation should be ready to deal with possible challenges. The damage to the company is enormous because it is a first incident that had fatalities.

The Overall Communications Response

One of the most important principles that should be acknowledged is that a company has a set of policies related to crisis communication. It is quite important because each employee understands his or her responsibilities and acts according to particular guidelines. It is evident that the approach utilized by the enterprise was efficient because there was no panic in the organization, and common mistakes were avoided. The second principle that needs to be analyzed is stating the facts. Flydubai has recognized that it is vital and tried to ensure that only valid information is used when communicating with the public. Moreover, it is unreasonable to hide some of the aspects, because the situation may worsen if it is found out that the company lied.

Another principle that was considered by the firm is taking responsibility. Public relations team of Flydubai understood that it is important to address the consequences of the incident. It can be seen that many corporations are willing to compensate the damage even when they are not entirely at fault, and it may be regarded a reasonable approach. It is imperative for organizations that operate in this sector because customers are worried about their health and well-being, and it is necessary to establish valuable long-term relationships.

The situation becomes quite problematic when terrorist attacks are involved, but enterprises are aware of such risks and should understand that support should be provided regardless. Also, all the actions that are taken should be communicated to ensure that the image of the firm is not affected. Also, it shows that an organization is prepared for emergencies, and knows how to resolve issues promptly. One of the core factors that should be highlighted is that such approaches are not only aimed at the target market but also other citizens because opinions of the population are of utmost importance.

A particular spokesperson also should be assigned, and Flydubai managed to handle the situation rather well. A chief executive of the firm has provided many responses on this subject matter, and his speeches are also quite comprehensive. The company was determined to provide help and support to close ones from the very start even when the cause of the crash was not clear. Leadership is critical in such situations, and the CEO took control of all the activities and was supported by the management team.

Another aspect that should be taken into account is that companies are expected to increase the level of safety of their operations to make sure that incidents do not happen in the future. However, it was not required in this situation because the airlines are viewed as incredibly safe. Moreover, a spokesperson has mentioned that the incident could not have happened due to fatigue because pilots that did not get sufficient sleep are suggested to make reports, and are not allowed to fly (“Flydubai Says Vigilant on Crew Safety and Welfare” par. 10). It was necessary to disclose such information to maintain the image of the company because of the rumors about exhausting schedules. It is quite a common problem that occurs because newspapers and other forms of mass media are trying to create sensational headlines to attract customers. Therefore, a particular team should keep track of latest news to address such claims.

The Online Crisis Communications Strategy

Online PR

The way the company utilized online public relations tools also should be mentioned. The decision not to use a Twitter account is interesting, and it could be explained by the fact that the enterprise was worried about comments and retweets that could hurt members of the families. The platform is not safe in that aspect, and it is nearly impossible to avoid negativity. Therefore, this approach is quite efficient because Flydubai has avoided possible risks and a link to a Facebook page is provided. One of the most interesting aspects that should not be overlooked is that the enterprise did not promote other activities and only posted information related to the crash.

The first update could have been a little better structured, but it is evident that the company did not want to cause panic until sufficient information regarding the incident is available. The updates provided are vital because the enterprise communicates its intentions and activities that are planned. Moreover, they ensured that Russian translations of the posts are also available because they have recognized that it is a tremendous tragedy for the people, and they would like to be aware of the latest news.

It is necessary to note that particular graphics have been developed. They could have been designed a little better, but a minimalistic approach is also reasonable in this situation. It is paramount to mention that one of the dangers of this method is that any individual may post comments. It would be incredibly problematic if members of the families see derogatory terms and are abused. Therefore, it is necessary to devote enormous attention to the moderation of comments because some of them may be quite problematic.

The enterprise has also launched a website that allows users to post messages to commemorate victims of the tragedy. It is well-developed and analyzes the posts that were made with a use of popular social media platforms such as Instagram, and include a particular hashtag, and they appear on the page. The fact that the content is monitored is quite important because a safe space for individuals that have suffered is provided. It is possible to switch between three languages, but the messages shown are mostly in English and Russian. However, it is understandable that all the messages cannot be checked, and the company clarifies that it is not responsible for the ones that may be offensive.

Moreover, the website is still active and regularly updated. It can be viewed as an innovative move from the perspective of PR because other companies in this sector have never done anything similar. The link to the latest news regarding the crash that appears at the top of a primary website is fascinating. Many companies would prefer to put it in the place that is not as visible not to remind customers about dangers of flights. It is likely that it will be removed in the future, but the enterprise is determined to be as transparent as possible.

Moreover, many individuals have voiced their opinion that they still trust the company. Some of the clients were quite nervous, but they believed that the firm would take additional safety measures, and affordability is one of its biggest competitive advantages (Badam par. 4). Overall, it is possible to state that Flydubai has shown an outstanding use of online PR tools, but platforms that are less popular could also be used because they have enormous potential that is not yet fully utilized. Also, such activities do not require a lot of resources, and it would indicate that the enterprise is ahead of its competitors and uses all available tools of communication.

Targeted Publics

Messages and content were primarily aimed at the general public because the interest in the incident was enormous. Therefore, it was reasonable to ensure that the image of the corporation is not damaged. Such activities were targeted at both English-speaking and Russian-speaking audiences. Citizens of the UAE were also informed about the whole situation because their opinion is of utmost importance. Individuals that prefer affordable airlines were worried about the incident, and it was necessary to provide them with data regarding safety measures that are taken. It was also important to consider the needs of people affected to make sure that they do not have complaints. The information on the Internet spreads at rapid rates, and comments about unpleasant experience could hurt the image of the firm.

Messages and Senders

A video statement by the CEO should be discussed, and it signifies that the enterprise is willing to devote enormous amounts of resources in activities that would help to maintain the image of the company. It is not clear who was the author of some of the messages, but they were approved by the authority. They are well-developed, and the authors tried to ensure that users are aware that the organization is truly sorry for the incident that has happened, and relatives are provided with financial support and compensations. Ethical aspects were also considered, and they tried to avoid any comments related to religious practices to minimize possible risks.

Concepts

The company tried to ensure that its activities related to the incident are as transparent as possible, and every single step is discussed. It is necessary to understand that it is quite useful in this case because it helps to increase the level of trust, and the public is aware of the fact that the organization has nothing to hide and is willing to make all the data regarding its operations and activities accessible. The concept of porosity also needs to be highlighted, and Flydubai utilizes it by providing all the information regarding flights, maintenance, and other aspects of their operations. Also, contact information is publically available, and one should not doubt that the firm has supported the families and close ones.

This approach is appropriate because some customers are quite interested in such processes. Also, many believe that an organization may be trusted if it is willing to disclose such data. The concept of richness in content may also be applied to this situation, and the messages provided were quite comprehensive, and unnecessary information was excluded. Posts on Facebook were rather brief, and the company did not mention the details that would be irrelevant to the general population. Such strategy is quite useful because it helps to keep the attention of users, and to ensure that they are not distracted.

It is not possible to identify if Flydubai has used the services of online agencies or not because it is entirely possible that the firm has employed professionals in this area. However, it would be beneficial to contact one of the organizations that are focused on the Internet and social media because it has become an essential part of PR. The concept of reach helps to get a better understanding of the number of people the enterprise wanted to be exposed to such information. The use of Facebook should be mentioned because the number of its users is truly astounding, and it is an efficient way to deliver required information.

Moreover, the website has the option that would help to translate posts, and it is quite useful. The advantage of this approach is that it may be hard to determine correct figures when it comes to broadcasts because the number of people affected varies depending on programs and timing (Waddington 105). On the other hand, the enterprise does not have to deal with such issues when the Internet is utilized. Flydubai keeps contact with local and international web newspapers to ensure that the information about the support of families and statements of the CEO are spread all over the globe.

Conclusion

In conclusion, it is possible to state that the approach utilized by Flydubai in this situation is quite efficient, and the company has managed to avoid severe consequences. The backlash could have been enormous, but it is clear that it was not the fault of the pilots. The enterprise wants to get a better understanding of the cause of the crash to avoid such incidents in the future and take appropriate measures if it is necessary. It is quite evident that online communication tools were crucial in this case, and the enterprise used them to deliver the information directly to individuals that were interested.

The crash was not expected, and the company did not have to deal with similar crises in the past. However, the reaction time and a course of actions that were taken were appropriate. It is noted that the team responsible for emergencies has been utilized within first thirty minutes after the alert, and support offered to affected individuals was sufficient (“Flydubai Reflects on the One-Month Anniversary of FZ981” par. 4). The help to the authorities was also provided, and the company wanted to assist in the whole process to determine the cause of the catastrophe.

On the other hand, it is possible to criticize the communication strategy because several aspects have been overlooked. For instance, it would be reasonable to develop a set of videos in memory of passengers that suffered. The approach would be quite useful because the first videos that are shown on YouTube are reports about the crash when one is looking for information regarding FZ981. Furthermore, the initial reaction of the public was negative, and it could have been prevented. It is understandable that the corporation has to deal with limited amounts of resources, and it is necessary to reduce unnecessary expenses, but it would be appropriate to invest into videos and well-designed pictures because such approaches have proven to be effective.

However, the situation has been handled well, and the company should devote enormous attention to safety and maintenance because any mistakes can be vital at this point. It is paramount to understand that new technologies and approaches are being introduced all the time, and every company should keep track of latest trends to be capable of utilizing them efficiently. The strategy was incredibly effective because the enterprise made sure that clients understand that such incidents are very rare, and the prompt reaction to the situation also signifies that it values its customers.

Overall, it can be viewed as an outstanding example of what communication strategies may be utilized by an enterprise in case of emergency. Also, Flydubai has proven that the focus on the Internet and social media can be beneficial when it comes to public relations because it is incredibly convenient, and the number of people exposed to the information is tremendous.

Works Cited

Badam, Ramola T. “Flydubai Crash Has Not Deterred Public from Using Budget Carriers.” The National. The National, 2016. Web.

Fedorinova, Yulia, and Deena Kamel. 2016, Flydubai Jet Crash Kills 62 in Failed Russia Landing Attempt.

Flydubai Reflects on the One-Month Anniversary of FZ981 2016.

“Flydubai Says Vigilant on Crew Safety and Welfare.” Reuters. 2016. Web.

Waddington, Stephen. Chartered Public Relations: Lessons from Expert Practitioners, Philadelphia, PA: Kogan Page Publishers, 2015. Print.

Wood, Vincent. “Plane Horror: All 62 Passengers and Crew Killed as Flydubai Jet Crashes in Southern Russia.” Express. Express, 2016. Web.