HF A310 accident report @ Vienna out now
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@D O Guerrero
I agree with you, a glance at the groundspeed and fuelflow would have given a clear answer how far they can go.
Pointing the finger on the FMS just belongs to the strategie of defence.
Pointing the finger on the FMS just belongs to the strategie of defence.
Hello!
> In this case, I feel the guys really f%&*k up.
This is what the German court also thought when it convicted the captain to 6 months prison sentence (suspended) for endangering lives. Three years ago.
But I still don't know if it really was a criminal offence.
We all make mistakes of judgement all the time, and in this case, the pilot has trusted an instrument (that he had learned to trust over the years!) more than his common sense and the common sense of his colleague. Add commercial pressures and high workload to that. His decision was certainly a big mistake. But criminal?
Greetings, Max
> In this case, I feel the guys really f%&*k up.
This is what the German court also thought when it convicted the captain to 6 months prison sentence (suspended) for endangering lives. Three years ago.
But I still don't know if it really was a criminal offence.
We all make mistakes of judgement all the time, and in this case, the pilot has trusted an instrument (that he had learned to trust over the years!) more than his common sense and the common sense of his colleague. Add commercial pressures and high workload to that. His decision was certainly a big mistake. But criminal?
Greetings, Max
And before you all think I live in some sort of Banana Republic with no respect for civil rights: I live in the Netherlands....civil rights since 1648.
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People are assuming too much things about the modus operandi of the FMS here. I would at this time advise that people check out an operating manual of the Airbus in question, before assuming it takes account for FF and the how's and do's, and even, accuracy of.
Pilots should know better to always check the performance tables. Always, no workaround here, always is the way to go. So, these men didn't do it, maybe the focus should be on the reasons why they didn't, because i am pretty sure that they we taught like that, some time or another along their training.
FMS is a tool that supports pilots in conducting flights, not a tool where pilots supports their flight planning altogether. Proeficient pilots crosscheck the FMS from performance charts, take conclusions about the results and act accordingly. No more to it. Pilots that trust whatever the FMS throws at them are in a collision course with a problem.
Pilots should know better to always check the performance tables. Always, no workaround here, always is the way to go. So, these men didn't do it, maybe the focus should be on the reasons why they didn't, because i am pretty sure that they we taught like that, some time or another along their training.
FMS is a tool that supports pilots in conducting flights, not a tool where pilots supports their flight planning altogether. Proeficient pilots crosscheck the FMS from performance charts, take conclusions about the results and act accordingly. No more to it. Pilots that trust whatever the FMS throws at them are in a collision course with a problem.
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I last flew the 300-600/310 three years ago, but as I remember it the FMS assumes current wind unless manual winds are entered, in which case it uses them, whilst using current wind for the next 200 nm or so. So forecast wind is normally entered on the ground before flight, modified if required during flight, and on a shortish flight should not have a major effect.
It's hard to understand how mental alarm bells didn't ring as the fuel surplus column on the manual plog plummetted, and the FMS prediction dropped rapidly. It also seems strange to contemplate flight over high MSAs with the gear down (engine fail case).
A point about Land Recovery. With this 'off' for landing, whilst it is correct that they would still have had inboard ailerons, the lack of roll spoilers would have been felt because the 300/310 doesn't have outboard,'low speed' ailerons - it uses roll spoilers instead.
Having said that - there but for the grace of God go all of us to some extent. I think we often apply our own excessive commercial pressures to ourselves without the Company saying a word.
It's hard to understand how mental alarm bells didn't ring as the fuel surplus column on the manual plog plummetted, and the FMS prediction dropped rapidly. It also seems strange to contemplate flight over high MSAs with the gear down (engine fail case).
A point about Land Recovery. With this 'off' for landing, whilst it is correct that they would still have had inboard ailerons, the lack of roll spoilers would have been felt because the 300/310 doesn't have outboard,'low speed' ailerons - it uses roll spoilers instead.
Having said that - there but for the grace of God go all of us to some extent. I think we often apply our own excessive commercial pressures to ourselves without the Company saying a word.
