The QATS continued, “The ATCT is equipped with digital bright radar indicator terminal equipment, D-BRITE, which provides radar information from the approach control to the tower for purposes of aiding in identifying and sequencing of aircraft. The weather at the airport was marginal visual flight conditions, but due to the low ceilings, instrument approaches were required. The winds were quite strong from the west and runway two-seven was the only runway being used for both takeoffs and landings—”
“Okay, let’s listen to the tapes,” Jake said.
The QATS turned on the tape player, noting that the actual recording started two minutes prior to when N319CB checked in on frequency. As the group listened to the recording, Jake jotted down a couple of notes, as did the rest of the group. The tape ended two minutes after the last transmission.
When the QATS switched off the tape player, Jake asked, “There were a couple of moments of static, what was that?”
“It could have been some interference from another site or, more likely, an aircraft transmitting on the same frequency, just too weak to understand,” the Airways Facility technician said.
“Why wouldn’t we be able to understand it if it was another aircraft?”
“Well, roughly speaking,” the technician continued, “the frequency is 125.3 MHz and we have a twenty-watt transmitter/ receiver located here at Savannah. It’s twenty watts because we are a terminal and we don’t want our transmissions to interfere with any other facility also using 125.3. But it is possible for an aircraft to have line of sight with Savannah and be talking to another facility using the same frequency. The aircraft’s radio though, doesn’t have enough power to transmit clearly over that same distance so all we hear is static.”
“Is that the only time you get the static?” Jake asked.
The technician shook his head. “No, there are a multitude of instances that can give us the same result. Sometimes bad weather, like thunderstorms in the area, can cause static. Some aircraft have lousy radios and are extremely difficult to understand. Some handheld radios don’t have enough power to modulate until they are much closer to our site, the same with some older radios. Sometimes even the aircraft’s angle to the site with direction of flight will influence signal. And, just like with our radar, we have blind spots or weak spots that are the results of geographic phenomena that we just can’t explain. There really is no way to determine the source of those carrier signals unless we can actually hear the voice modulation.”
Jake nodded. “Well, that’s all I have for now. Does anyone else have any questions?” No one raised an issue so Jake looked at the manager. “I guess we’re through with this group for now. Is the controller ready?”
“I’ll check and the rest of us will get out of your hair,” the manager said. “I’ll send him right in.”
”Good, I’m quite interested in his perspective of the accident.”
CHAPTER 20
Gregg Kaplan walked out of the briefing room with Cook and the lawyer sent down from the FAA Regional Office. He’d interviewed with the NTSB once before but never with an FAA attorney and it wasn’t something he wanted to do ever again. The lawyer had briefed him on what to expect at the NTSB hearing and interview. The lawyer had been rude and disrespectful, especially when, against the attorney’s advice, Kaplan chose his NATCA Facility Representative to be his representative during the interview with the NTSB. Some investigators had been known to rake the controllers over the coals. His previous encounter with an NTSB investigator had not been a good one and he hoped this one would be better.
Kaplan and Cook walked into the conference room and sat down.
Jake introduced the individuals in the room and then said, “My name is Jake Pendleton. I work for the NTSB, Atlanta Field Office, and I’m the lead for the air traffic control portion of the investigation into the crash of N319CB. I want to put your mind at ease, this should be short and relatively painless. This is not going to be an inquisition as you may have been led to believe. That’s not my style.
“I’ll start with some basic background stuff then move into questions that are related to the accident. If any of us ask anything you don’t understand, please don’t hesitate to ask for clarification, we want you to be as comfortable as the situation will allow. Do you have any questions before we get started?”
Kaplan shook his head. “None that I can think of.”
“Let’s get started,” Jake said. “When were you hired by the FAA?”
“March 5, 1990.”
“Did you have any prior air traffic control experience?” “None.”
“Did you attend the FAA Academy?”
“No, I was a direct hire to Savannah under the Veteran’s Rehabilitation Act.”
“How long were you in the military?”
“Eight years, from 1982 until 1990.”
“What branch?”
“Army.”
“What did you do in the Army?”
“Special Forces Airborne Division.”
“I’m impressed. You had to stay in good shape for Special Forces, I bet.”
“Oh, yeah. It was a very strict routine, and very difficult.”
“What about now? Do you do the same kind of routine?”
“I have a very strenuous exercise regimen of running and weight lifting. Nothing like the Army, though. I have no health issues at all other than just getting older.”
Jake smiled. “Don’t we all. What about sleep? Do you have trouble sleeping?”
“Not really. I usually get a good six to seven hours every night.”
“What about last night? Did you have trouble last night?”
Kaplan smiled. He couldn’t tell the investigator about his “good cop, bad cop” adventure with Annie. “Actually, I slept like a baby.”
“I saw your work schedule, you work shift work,” Jake said. “Do you get fatigued from shift work?”
“No. We don’t work mid-watches at Savannah so fatigue isn’t an issue — not for me anyway.” Kaplan said. “With all due respect, Mr. Pendleton, what does any of this have to do with the accident?”
“Yeah, I know. I’m sorry.” Jake said. “I was just trying to ease any apprehension you might have before we get into the specifics of the accident.”
“The only thing bothering me is that I was supposed to be on leave today but got ordered in here to talk to you.”
“I wasn’t aware of that.” Jake said. “Then let’s get down to business so I can get you out of here.”
“I appreciate that.” Kaplan smiled.
“When you were working N319CB, did you read him the weather?”
“Yes, I did. I make it a habit to read them the weather on initial call or very soon thereafter.”
“Why is that?”
“So the pilot has plenty of time to get set up for the approach and isn’t rushed at the last minute finding charts and setting up his equipment.”
“Did you issue SIGMETs or AIRMETs?
“No, none were given to me.”
“Were there any active for this area?
“None that I was aware of.”
“When you plugged in to relieve the controller before you, did you use the checklist?”
Kaplan nodded. “Yes.”
“Was the position relief briefing complete?”
“Yes.”
“Did you record the briefing?”
“Yes.”
“Did the previous controller tell you about any equipment outages?”
“Yes, she did. The primary radar was out.”