Asiana flight crash at San Francisco
River 7, the general idea is to get them down the slide & away from the aircraft. I've flown for several airlines and all mention sending pax upwind and generally 200ft is considered a min safe distance.
Of course it's assumed most incidents will happen on airport, so by the time the CC are out themselves we should have ARFF on scene to direct. If not, that's what megaphones are for... If the emergency was anticipated then obviously we'd have time to have chosen Able Bodied Passengers briefed to assist and direct the pax to safety ("stay on the grass!" From one trainer comes to mind)
Of course it's assumed most incidents will happen on airport, so by the time the CC are out themselves we should have ARFF on scene to direct. If not, that's what megaphones are for... If the emergency was anticipated then obviously we'd have time to have chosen Able Bodied Passengers briefed to assist and direct the pax to safety ("stay on the grass!" From one trainer comes to mind)
Meant to add, photos of the pax taken with them between the photog and the aircraft may not give a true portrayal of distance. Also, when the first pax came off they likely only saw 'smoke' hence probably didn't feel the need to run further...
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Originally Posted by MikeNYC
Those that drive big jets once drove smaller planes earlier in their career. No pilot's first plane ever is a 777. When one starts training and earns a PPL, one has no choice of what approach to make...it's always a visual.
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Eaglewit http://www.pprune.org/rumours-news/5...ml#post7931616
Had the ILS GS been in service this crash would not have happened. I am sure you could land asymmetric on limited panel - so why to we need two engines for and full instruments?
There has been a lot of 'grandstanding' here on the capabilities of pilots to land with no aids. Whether you like it or not aids are used by many air carriers as the normal approach. Remove or limit their availability and you have taken away a layer of cheese.
In London Centre today they had a failure of the Conflict Alert system. Controllers should all be able to control and separate traffic without automation support.... but severe flow control was imposed due to the lack of a layer of cheese.
Whether you like it or not - that layer of cheese would have prevented this accident. Yes the pilot should be able to fly a VFR approach with no aids. But the airlines (that _you_ work for) do not allow for that. How many training flights without SLF have you done for VFR approaches?
I would expect one of the outcomes of this inquiry will be ILS should not have been OTS for so long.
I do not understand why people would even fault the airport for not having the ILS fully functioning.
A pilot should be able to fly without it. Shouldn't we expect a professional pilot to be able to safely land his aircraft if THE AIRCRAFT'S NAVIGATION SYSTEM IS DOWN.
Do these guys train in the SIM for a raw data single engine hand flown approach? If the airplane is capable of doing it, then the pilot flying it ought to be capable of doing it.
A pilot should be able to fly without it. Shouldn't we expect a professional pilot to be able to safely land his aircraft if THE AIRCRAFT'S NAVIGATION SYSTEM IS DOWN.
Do these guys train in the SIM for a raw data single engine hand flown approach? If the airplane is capable of doing it, then the pilot flying it ought to be capable of doing it.
There has been a lot of 'grandstanding' here on the capabilities of pilots to land with no aids. Whether you like it or not aids are used by many air carriers as the normal approach. Remove or limit their availability and you have taken away a layer of cheese.
In London Centre today they had a failure of the Conflict Alert system. Controllers should all be able to control and separate traffic without automation support.... but severe flow control was imposed due to the lack of a layer of cheese.
Whether you like it or not - that layer of cheese would have prevented this accident. Yes the pilot should be able to fly a VFR approach with no aids. But the airlines (that _you_ work for) do not allow for that. How many training flights without SLF have you done for VFR approaches?
I would expect one of the outcomes of this inquiry will be ILS should not have been OTS for so long.
Last edited by Ian W; 9th Jul 2013 at 19:12.
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From the data we have available looks like they were unstable on the approach and trying to recover they end up, with the thrust idle, to stall before the touchdown. Of course this is just my opinion but the question could be the following: If they were trying to recover the unstable approach, it means they knew they were unstable, if they knew, why do not perform a go around???
The Approach
Apologies if this has been mentioned already;
From the flights ground track it appears that they were cleared for the TIPTOE Visual to runway 28L. This charted Visual procedure is slightly unusual in some ways, and includes some holes that the uninitiated may fall into; Especially after an eleven hour flight landing at a 3:30 AM circadian time.
1. Vertical guidance is only charted at two minimum altitudes. The last of which is published due to Class B airspace. This altitude leaves you high with regard to a 3 degree glide path.
2. With the GS out of service there is no Vertical guidance associated with the approach, apart from the PAPIs.
3. In some FMS databases the TIPTOE Visual must be 'built' in the FMS.
4. The approach can be flown accurately using a combination of LVAV/VNAV followed by IAN. This method allows both vertical and lateral guidance. It also requires familiarity and or training.
It doesn't appear from the vertical track posted that the crew were following IAN or the PAPI.
Here's a link to the Charted Visual approach: http://155.178.201.160/d-tpp/1307/00...TOE_VIS28L.PDF
From the flights ground track it appears that they were cleared for the TIPTOE Visual to runway 28L. This charted Visual procedure is slightly unusual in some ways, and includes some holes that the uninitiated may fall into; Especially after an eleven hour flight landing at a 3:30 AM circadian time.
1. Vertical guidance is only charted at two minimum altitudes. The last of which is published due to Class B airspace. This altitude leaves you high with regard to a 3 degree glide path.
2. With the GS out of service there is no Vertical guidance associated with the approach, apart from the PAPIs.
3. In some FMS databases the TIPTOE Visual must be 'built' in the FMS.
4. The approach can be flown accurately using a combination of LVAV/VNAV followed by IAN. This method allows both vertical and lateral guidance. It also requires familiarity and or training.
It doesn't appear from the vertical track posted that the crew were following IAN or the PAPI.
Here's a link to the Charted Visual approach: http://155.178.201.160/d-tpp/1307/00...TOE_VIS28L.PDF
Originally Posted by Ian W
Had the ILS GS been in service this crash would not have happened. I am sure you could land asymmetric on limited panel - so why to we need two engines for and full instruments?
There has been a lot of 'grandstanding' here on the capabilities of pilots to land with no aids. Whether you like it or not aids are used by many air carriers as the normal approach. Remove or limit their availability and you have taken away a layer of cheese.
Whether you like it or not - that layer of cheese would have prevented this accident. Yes the pilot should be able to fly a VFR approach with no aids. But the airlines (that _you_ work for) do not allow for that. How many training flights without SLF have you done for VFR approaches?
There has been a lot of 'grandstanding' here on the capabilities of pilots to land with no aids. Whether you like it or not aids are used by many air carriers as the normal approach. Remove or limit their availability and you have taken away a layer of cheese.
Whether you like it or not - that layer of cheese would have prevented this accident. Yes the pilot should be able to fly a VFR approach with no aids. But the airlines (that _you_ work for) do not allow for that. How many training flights without SLF have you done for VFR approaches?
If the airlines don't allow an approach without NAVAIDs, the crew shouldn't have accepted a visual.
Last edited by MikeNYC; 9th Jul 2013 at 19:27.
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JPJP
From what distance is PAPI clearly visible at that time of day, and when coming in on that touted 14 (or 17?) mile long final?
(Me too was wondering if one of those pre-prepared, charted visuals had been called for, but maybe so far no info?)
2. With the GS out of service there is no Vertical guidance associated with the approach, apart from the PAPIs.
(Me too was wondering if one of those pre-prepared, charted visuals had been called for, but maybe so far no info?)
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Of course its a 'layer of cheese' just because something is briefed doesn't prevent it from being a threat. Anything that is non standard is a treat, this day and age a visual approach isn't a standard approach. I am not saying that they shouldn't be able to do it just that it i not the norm and is a threat. Especially so if your tired, and in training.
Last edited by felixthecat; 9th Jul 2013 at 19:36.
"Whether you like it or not - that layer of cheese would have prevented this accident"
You have now placed yourself in the same league as the aviation experts on TV that had figured out the cause before the flames were out. Making a declarative statement like that minus all the facts allows one conclusion, and it's not about the crash.
Amazing every large aircraft that lands RWY 27 at KSAN doesn't crash as well seeing as there's no GS on that runway either. KORD 14R is minus a GS as well, haven't read of anyone crashing there as well due to it.
If my small jet has the capability to build a course and slope to a runway (via the FMS) I have to believe the 777 does as well. There are ways to mitigate the threat presented by an inop ILS.
You have now placed yourself in the same league as the aviation experts on TV that had figured out the cause before the flames were out. Making a declarative statement like that minus all the facts allows one conclusion, and it's not about the crash.
Amazing every large aircraft that lands RWY 27 at KSAN doesn't crash as well seeing as there's no GS on that runway either. KORD 14R is minus a GS as well, haven't read of anyone crashing there as well due to it.
If my small jet has the capability to build a course and slope to a runway (via the FMS) I have to believe the 777 does as well. There are ways to mitigate the threat presented by an inop ILS.
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Question: Is there an audible signal in 777 when speed departs (say by a few kts) from Vref (provided the bug was set)? Hope some Boeing pilot chimes in since there are questions about it on another forum.
Last edited by olasek; 9th Jul 2013 at 19:36.
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No no aural for speed deviations. Why the PNF didn't call it is another matter…..or even if it was called why it wasn't acted upon. At the moment we don't know either way just that they were slow.
The 'bug' is set via the FMC via entering the weight into the FMC and selecting the approach flap. It is also an item on the decent checklist.
The 'bug' is set via the FMC via entering the weight into the FMC and selecting the approach flap. It is also an item on the decent checklist.
Last edited by felixthecat; 9th Jul 2013 at 19:40.
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Many if's regarding visual approach...
Just wondering in this particular case when GS is out, the Crew did not built VNAV 3 degrees path to aid. Some airports I operate 777, this is quite handy for referense. But, just following this case with great interest, what is going to be official report. 
slide deployment
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re AOA indication on 777
I've seen two versions of an answer
one version says NO AOA indication
another says AOA not needed ( inferring no such indication ?? )
So which is correct ?
Is there or is there NOT an AOA indication on 777 either measured or computer derived ?
one version says NO AOA indication
another says AOA not needed ( inferring no such indication ?? )
So which is correct ?
Is there or is there NOT an AOA indication on 777 either measured or computer derived ?