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Flying to Hayward Executive Airport? Find the distance to fly. Zulu UTC Oct KPAO 12nm S. Terry Bills is the Global Transportation Industry Director at Esri, responsible for all transportation infrastructure segments worldwide. He has more than 25 years of experience in transportation, working on planning, policy development, information technology and GIS.
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Getting the steps and sequence in the right order in the virtual environment ensures fewer surprises. Related Content: operational intelligence airport construction maintenance planning. Great post Chris. Is it possible? Can you explain a bit? Thank you, -C. Then you can just switch routes and the approach is there. Nice post and good job of breaking down the approach. I imagine that there was a major breakdown in the CRM. But as far as I am concerned, this was a crew effort.
Also, no one has mentioned that the airplane was talking to them the entire time. Finally the stall system should have activated. The GPWS is inhibited fully configured and on a normal glide path.
Most definitely, and cultural impediments to intervention? We can talk about the what and the why at a safe altitude. The RAAS provides notifications about the runway that is being approached, distance remaining, and other nice to know items.
It is not perfect, but it is a nice tool. On my airplane, it is tied into the GPWS and would give out warnings for an approach that was below a normal glide path.
They must take the airplane and fly it away from the ground. At altitude we can talk about it. Hello Chris, excellent explanation. And it shows the fundamentals that went wrong. For I cannot understand how a 4 man flight crew can manage to get so low on a visual approach with PAPI, can manage to keep the engines in IDLE until 8 seconds before impact and can accept a 31 knots below speed sitation according to NTSB he lowest speed has been kts where was the calculated one Perhaps the voice recorders will clarify what happened inside the cockpit but the pilots will have to explain a lot….
I agree with you, Martin—no one in the cockpit noticed or spoke up? The investigation should give us good answers in due time. I just cannot understand how the trainer pilot allowed the trainee to get that low and slow. Those are the approach lights. In low visibility conditions or at night, they help pilots line up on the runway. Ever wonder how Asiana was supposed to land? Since moving to the from the MD, do you find it easy to become complacent as you have more technology to rely on?
Do you think relying too heavily on the technology could have been a factor? Traffic launches from the 1s, traffic lands on the 28s, and then the next aircraft launch on the 1s. At least not in the air …. All I can say is my heart goes out to the family of the deceased and those hurt.
Great post Chris! Some new information out today. Looks like the auto throttle was not engaged. Sounds like the crew thought it was, leading to the speed issue.
Good post. I received an email from a retired O-6 this evening that included a forwarded email from a former US flag carrier standards captain. He was a sim instructor for several years at the airline of recent mishap aircraft, and later for its competitor. It seemed CRM and culture issues were are continuing systemic problems with those carriers, despite Class A accidents for both over the years.
But perhaps this incident may be the one to finally change things. I have a copy of that email, too. Looks like cultural interference issues are breaking down CRM in some cases. At the end of the day, this was a simple VFR approach with two pilots managing speed, altitude and approach angle.
The way most pilots land most planes under ideal conditions. Excellent post, Chris! Great explanation. Whether it a Boeing, Cessna or ultralight, it all comes down to situational awareness: power, pitch, airspeed, altitude. Cat 3 down to 50' is hand-flown in the I use the automation guidance fully—while hand-flying. Airspeed and altitude are always foremost in my mid, even looking through the cosmic HUD.
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