My fellow pilots and I have oft had 'Combat Naps' in the cockpit. (One at a time, of course, and never more than 20 minutes.) I have never, ever heard one of my colleagues snore. Even in the wee, dark hours, the arousal state of the non-napping pilot was always enhanced. No worries!
Who cares if he slept. That did not kill them. It was the unstable app.( if it is proven it was the case) So back to the topic and the real problem. Where I work it used to be like that. Lots lots of unstable app with all its consequences , tragic some of them. It was until company culture , training tools , effective monitoring and people willing to make a change, that flying become more safe. When I hear about this case and all what has been mentioned I feel sad for the poor Indians that take public and privet transport. Until CORRUPTION, NEPOTISM BLA BLA BLA, disappears things will stay the same. Airplanes are SO safe that is why in India and other places as well, don't have the same number of tragedy's every year as they do with buses, trains and ferries.
Where there is a crack the root will grow in. Then is just a matter of time for the wall to collapse.
Remember snakes have no boobs, cats don't fly, birds don't bite, dogs have fur no feders.
Don't think to much: UNSTABLE APPROACHES ARE NOT SAFE AND KILL PEOPLE!!!! Don't think it wont happen to you.
Plan to be fully configured AND stable for instrument app at 1000 ft AAL. Stable at 500, if visual.
A/C in landing conf Sink rate no more then 1100ft/min Airspeed on target plus corrections according to AC type Engines spooled up No more that One dot above , below, right or left of GS / LOC No more then 5 radials deviation left/right on a non precision app. VASI PAPI no full Red / White. Be sure A/C will land at the Touch Down Zone (TDZ)
Criteria not met: GO Around IS mandatory.
SO SIMPLE! Now leave EGOS and Top Guns mentalities back home. Be a Real Pilot and Stand for WHAT is right NOT WHO is right. If you do this your whining will be heard with respect. If not, go somewhere else, you don't belong here.
Last edited by VONKLUFFEN; 14th Sep 2010 at 01:39.
I think the DGCA should have a pat on the back for this one. Obviously there will be elements which you can disagree with and others which should be included. Personally, I liked the way they addressed the cultural issues regarding AI vs AI Express and also Locals vs Foreigners issue. On the negative side, I think the possible reasons as to why the captain continued with a hopelessly hot and high approach were not gone into in sufficient depth. Some were addressed, such as the 'counselling' and go-around reporting but I think there has to be more to this incident than that. But that also says something about the quality of the report. Only very rarely do reports come from this part of the world which contain sufficient facts (History of Flight) which enables an alternative view to be held.
Boy, what I really get from this report is, the captain for whatever reason (probably sleeping to long and not alert for landing), wasn't aware of his height on the approach until it was way to late and the first officer was just not effective at making the captain aware of his altitude during the approach. Then the capt. Really screwed up by pushing it in. Really sad, could happen to any one of us if we try and rescue things too much, but he was really really high on that approach and didn't seem to understand until 3 miles he was on the false glide.
It appears he was on the false glid slope at 9 degrees rather than the 3 degrees. That's why the ap was flying the glide slope descending at nearly 1700 fpm. The first time I think it dawns on him is whe the fo states the runway in site below us. That's when he turns off the ap and starts descending at almost 3 k a minute. I wouldn't think he was in a mental state that he could do no wrong at this point. It really appears he was way behind the situation and it lead to tunnel vision, which is why I say it can happen to any one of us. The lesson to learn is effective communication is key. After waking the fo didn't properly let the captain know about the state of the descent profile, the captain didn't properly understand why his fo was telling him to go around. This crash is a perfect example of poor cockpit communication, the barrier being the capt woke up too late to fully get his brain running properly. Tunnel vision in critical places can happen to anybody and pilots really need to recognize when someone is in this state and know how to jolt them out of it and bring them back in the game.