Why is this kind of incidents more likely to happen in an asian carrier??
Easy.
In Asia QARs are used to punish. If you exceed any QAR parameter, a hard QAR , which in some cases is very easy to happen, you are punished with money, possibly downgraded and still have to lose your face seeing your name published in the company`s web page.
For this reason NO ONE flies manually. 100% of the pilots disconnect the AP , when the approach is full stabilized , between 1000-1500ft.
In China , FO`s are not allowed to be PFs unless when flying with instructors. And it`s not always. Only when they are assigned to. It means they might be scheduled to fly with an instructor without beeing PF because that flight is not an instruction one.
With around 3000 hours , in some companies 2700 hours, they move up to the LHS.
As Captains , they will keep flying only below 1500 ft , aircraft fully configured in an ILS approach. And PAPI.
I can see in their faces when for some reason an ILS is U/S and they have to make a NPA. The stress takes place.Imagine a visual approach !!!
When they are required to fly a visual app , without any aid , they simply don`t know how to do it.
In the airbus they can even fly the bird as a reference to keep the 3º. Not to talk about the lifetime 3º times distance rule.
It`s a complete lack of the most basic skills and airmanship.
I completely disagree with those who say this is an airport fault.
Last edited by A-3TWENTY; 27th Jul 2013 at 10:47.