Comes full circle to the idea that when the aircraft is not doing what the pilot wants, lower the level of automation. I guess that does assume correct interpretation of the instruments. The Asiana accident is shocking, once the speed deteriorated below the command airspeed bug with no reversal, that was the clue to do something. Even had they thought the AT was engaged, they could have at least used the muscle memory to click the AT disengage, then advance the thrust levers. What is more disturbing is that this happened after Turkish Airlines 1951 where they got to 83 kts. I know that this was originally about how does one find an opportunity to hand fly, but it would appear the problem is not so much the ability to hand fly, but rather the interpretation of what the instruments are telling the pilot. The AF447 pilot did not understand that had he maintained pitch, wings level and a set thrust, the airspeed, heading and altitude would have been about what he wanted (again basic instrument skills lacking). The long and the short of it all, you cannot properly hand fly an aeroplane without understanding the instruments.