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NTSB Animation of Asiana Flight 214 accident sequence
NTSB animation with voiceover showing the Asiana 214 approach and accident sequence. (www.youtube.com) Más...Sort type: [Top] [Newest]
There weren't any pilots on board, only incompetent systems operators.
Culture can play a very crucial rule in the cockpit !
Lets not kid ourselves....even in our Western culture
its not always simple as a copilot to question the captain.
In Eastern cultures like the Korean, the captain is the
absolute boss !
Lets not kid ourselves....even in our Western culture
its not always simple as a copilot to question the captain.
In Eastern cultures like the Korean, the captain is the
absolute boss !
Senior Captain. It don't matter that he can't fly the plane good. He's senior. New instructor intimidated by seniority wouldn't say anything. They all went into the ground. Granted long flight but I can't see where they should be tired with a relief crew and really don't think fatigue played a factor. I actually lay more at the PM;s feet because he should have been monitoring all that crap. 777 is not certified for 1 man operation, yet the only callout was about sink rate from the guy in the jump seat.
Thank you for posting.
Frankly scary lack of attentiveness to the reality of the scenario unfolding. Think it would be good for people used to working solo to have a second set of eyes as your own cross check.
Frankly scary lack of attentiveness to the reality of the scenario unfolding. Think it would be good for people used to working solo to have a second set of eyes as your own cross check.
And being a Boeing, that second set of eyes, being the airbus computer (HAL?) was not there.
LOL. You know, what makes the whole ting even more weird, and I haven't never flown on, but that dude had several thousand hours in a 747 I believe. The avionics setup is similar. You'd think he would have known that, UNLESS, they just both panicked at having to do a manual approach. Funny thing though, Asiana and many other foreign flag airlines were in SFO before and after. That was not the first day the ILS was out nor the last. Maybe they were just a couple of dummies.
Any half wit knows, at least they should know, that when you get behind an airplane on final approach the last thing you should ever rely on is pushing buttons, twisting knobs and flipping switches (turning yourself into a systems monitor) as if a heavy jet behemoth flying machine is to be treated like a video game. All that *&$% gets shoved aside and ignored in such a situation while getting a firm grip with one hand on the primary flight control and the throttles in the other hand, look out the window if visual while crosschecking back inside the instrumentation (needles, speed, Altitude, ROD), requesting assistance from the NFP if necessary and drive the airplane to the desired approach path with positive control inputs while correcting as necessary and keeping the airplane at or near the desired approach speed. Of immense help is to quickly compute the desired altitude (DME x 300) if unsure of where the airplane should be in altitude until the optical landing aid (if available) is acquired.
The absolute last thing any driver should ever do is let the airplane get low and slow. That's drummed into ab initio pilots from day one. If unable to get the airplane to the desired flight path and at or near the desired approach speed by the time the airplane reaches short final, inside a half mile, there's only one viable alternative, i.e. push the throttles forward and TAKE IT AROUND. I don't care what nationality, race, color or creed the pilots happen to be, that has absolutely nothing to do with anything. Their full and undivided attention to detail during an approach to land all the way to touchdown and roll out is all that matters, period!
If the pilot is not fully trained and knowledgeable on all the systems available in the airplane he is operating, then he should be taken off the line and put in remedial training until he is current and thoroughly familiar with those systems and can demonstrate a satisfactory level of knowledge in simulation as well as the judgement needed to shuck all the bells and whistles aside and fly the airplane by hand when the bells and whistles are too slow to catch up as was almost certainly the case in this accident. Asian culture being what it is, some will argue that CRM is not always compatible to which my response is: BS, culture should never take precedence over safety (CRM) in the cockpit of a modern heavy jet transport.
The absolute last thing any driver should ever do is let the airplane get low and slow. That's drummed into ab initio pilots from day one. If unable to get the airplane to the desired flight path and at or near the desired approach speed by the time the airplane reaches short final, inside a half mile, there's only one viable alternative, i.e. push the throttles forward and TAKE IT AROUND. I don't care what nationality, race, color or creed the pilots happen to be, that has absolutely nothing to do with anything. Their full and undivided attention to detail during an approach to land all the way to touchdown and roll out is all that matters, period!
If the pilot is not fully trained and knowledgeable on all the systems available in the airplane he is operating, then he should be taken off the line and put in remedial training until he is current and thoroughly familiar with those systems and can demonstrate a satisfactory level of knowledge in simulation as well as the judgement needed to shuck all the bells and whistles aside and fly the airplane by hand when the bells and whistles are too slow to catch up as was almost certainly the case in this accident. Asian culture being what it is, some will argue that CRM is not always compatible to which my response is: BS, culture should never take precedence over safety (CRM) in the cockpit of a modern heavy jet transport.