If you erroneously blame the radalt, then you should also erroneously blame:
The autopilot, for not being programmed to drop out when below a safe speed.
The A/P in the 737 is more clever than that, in some circumstances (not on APP) it will pitch down to regain speed
The autothrust, for not having an always-on alpha prot / alpha floor functions, and "Speed speed" callouts.
I still stick to my belief that the A/T has alpha prot in the case under scrutiny, and of course we have speed callouts during landing.
The displays, for not flashing a radalt discrepancy.
I will be happy if this gets implemented and maybe also no RETARD in such circumstances
The dome light, for not flashing when peril is detected.
no comment
Sometimes a crew come out as unable to alter the course of events.
Most often, an accident is a chain reaction where a crew come out as unable to alter the course of events
One could deduce that the failure of the RA and A/T movements 'caused' the accident.
The lawyers will, and they're making the same kind of mistake as you are.
At most airlines I have flown at, I would venture to say that this event COULD NOT have happened if pilots followed company policy regarding stabilization. The big culprit here is not the RA or AT. Its the desire to push a bad approach.
What will stop everyone else from doing this in the future? Make sure PF is actually F, and strictly observe stable approach criteria. Our lot make it mandatory to be fully configured at 1000' (in all conditions) and you should be stable.
Remember those interview questions: have you ever arrived late to an appointment, have you ever told a lie, have you ever pushed a rushed approach a little bit too far
Regarding the
If pilots followed
part ... if my aunt had b.... she would be my uncle.
T Captain 'training' and a reminder of the need to put safety above commercialism.
Purely speculative
It appears that whoever initiated it failed to disconnect the 'malfunctioning' autothrottle.
I don't think they hit TOGA, they seem to simply have advanced the throttles without hitting TOGA or disengaging them.
For those of you who want to redesign the RA's and AT's. Why not a automatic pull up and TOGA on a GPWS warning,just incase the pilot would be too distracted to do it himself
Maybe you are saying: I already know the crew's to blame, let's not look into anything else, hang'em high ?
but I am prepared to admit the cause was the human element.
me too
training and flying ability of airline pilots in general
But give the PF a slight distraction as the autopilot is levelling off, and there's a good chance they'll bust their altitude. Why? Because they're not actually flying the aircraft!! Ask any trainer worth their salt.
Next time you're PF, have a good honest look at how often you're not actively flying the aircraft and then think about this thread.
I expect that there will be some serious recommendations in that sense.
737 systems and the way they interact and whether some of the bells and whistles are really needed
In that sense, too
re-emphasis and more training on low speed low level recoveries and upset recovery
That wouldn't hurt either