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Crew Error Behind Emirates A380 Descending Too Low In Moscow
In September 2017, an Emirates A380 carrying 448 passengers and crew was descending through the nighttime darkness to land at Moscow’s Domodedovo Airport. Nothing unusual about that. What gave this flight a certain edge was that it was just 504ft above the ground and descending at 1,600 feet per minute. It was also over seven nautical miles out of Domodedovo. (simpleflying.com) Más...Sort type: [Top] [Newest]
in some cases, an observant final approach controller might as "emirates flight such and such, say altitude".. If the pilots didn't get it swiftly, then plain english would be said- "emeirate flight such and such, stop descent, now." and possibly, go around and try again. Somebody had their heads up their butts on this approach. No excuse will suffice here or ever.
Two of them really, pilot flying and pilot monitoring.
Honestly the real issue is the safety culture at EK, and other foreign airlines. In the US and Canada we use a non-punitive style of safety, where we can "self disclose" in a situation like this, it will be investigated, but the result will--most likely--be information published to the pilot group so everyone can learn about the issue.
EK, among others, uses a fear based style of safety culture. Where crews make decisions based on fear of punishment--EK521--where the fear of a long landing caused the crew to preform a go-around that lead to the crash. Where the FOQA or QAR data is used to punish crews not to teach crews.
EK, among others, uses a fear based style of safety culture. Where crews make decisions based on fear of punishment--EK521--where the fear of a long landing caused the crew to preform a go-around that lead to the crash. Where the FOQA or QAR data is used to punish crews not to teach crews.
You're right, but most armchair accident investigators can't/won't understand it. This was a big reason and a primary cause of the Lion Air 737 MAX crash, that the crew intentionally continued to fly an aircraft that—due to poor maintenance—wasn't airworthy because they and the cabin crew would have been penalized for not completing the flight. This is why the previous crew flew that aircraft from China to Indonesia with the stick shaker activated the entire flight.
When an atmosphere exists where pilots feel they will be punished for complaining about problems, and doubly punished for landing a sick plane rather than flying it anyway, you get preventable tragedies.
When an atmosphere exists where pilots feel they will be punished for complaining about problems, and doubly punished for landing a sick plane rather than flying it anyway, you get preventable tragedies.
The previous flight of the Lion Air 610 machine was from Bali (not China) to Jakarta. The stick shaker activated only on the captain's side and the captain correctly identified the cause as information-related, not indicative of an actual impending stall.The co-pilot manually flew the aircraft to Jakarta. Due to installation on the left side of a faulty AOA sensor in Bali, MCAS did cut in, resulting in repeated bursts of nose-down trim but luckily an off-duty captain in the jump seat advised manually switching off the electric trim. After arrival in Jakarta, for some reason, the various faults were not followed up by the maintenance staff and the aircraft was cleared for flight. Thus the crew of Flt 610 was at an enormous disadvantage.
yeah...used NASA safety program back in 1970s