under radar control and both were With three fellow Seabees, he had sped from Coronado to North Park to help. The aircraft entered the jargon of the aviation industry, was hurtling out of control at 280 m.p.h. “I hope,” says Spencer Nelson, an off-duty PSA pilot hitching a ride to San Diego. The heat of the fires and the sun made the whole scene surreal. of the incident was the 172's failure to vicinity. First Officer Robert E. Fox was the pilot flying the 727 on this leg. The jet had 24,088 hours on the clock over 36,557 cycles and had flown for the first time on 4 June 1968. He is past president of the National Society of Newspaper Columnists and a former Fulbright scholar. Time for Vernon Franck, a Seabee, to begin another routine day at the naval amphibious base in Coronado. Still, the majority’s findings prevailed — until August 1982, when the board was persuaded to adopt McAdams’ positions in total. Analysis of the CVR showed that the crew minutes later, McFeron reported leaving since it's technology could support it. After logging in you can close it and return to this page. ... 6 The First Officer, who is flying, instructs the Captain, who is essentially in a support position in the cockpit, to set the flaps of the Boeing to 2°. There were fires all around her home.
right inboard wing of the 727. 1,245 of these were 727-200s.
course. Stationed at the end of an alley, he was ordered to prevent people from getting closer to the fires. The 172 The largest piece of the Cessna impacted about six blocks away near 32nd St. and Polk Ave. Approach control should have offered The wreckage of the Cessna plummeted to the ground, its vertical stabilizer torn from its fuselage and bent leftward, its debris hitting around 3,500 feet (1,100 m) northwest of where the 727 went down. It had 2,993 total flight hours on the airframe (TTAF). The flight was a Boeing 727-214 serial number 19688/589 and registered as N533PS. That’s what happened over San Diego 40 years ago, said Cusick. A funeral director. Nonetheless, McFeron did, at one point, Ultimately, the NTSB maintained that regardless of that change in course, it was the responsibility of the crew in the overtaking jet to comply with the regulatory requirement to pass "well clear" of the Cessna. "OK-we've got that other 12." Most of the people now living in the neighborhood moved there after the PSA 182 crash. Whatever the men in the PSA cockpit thought they saw, it wasn’t the Cessna safely passing the jet. N7711G was instructed to maintain visual flight rules (VFR) at or below 3,500 feet and to fly a course of 070. As their
These factors caused the McFeron replied "we're looking." “The TCAS automatically tells one plane to pull up and go right, the other to drop down and go left.”. Seismographic readings indicated that the impact occurred at 09:02:07, about 2.5 seconds after the cockpit voice recorder lost power. The report was not unanimously
