B-738 Crash in Russia Rostov-on-Don
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anyone who knowly released information concerning secure investigation data
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Don't know about other companies, but I work for a large B744 ACMI operator...
During type-rating, done in-house, the first 3 sessions are completely devoted to manual ( raw data) flying, including all sorts of upset and stall scenarios.
Most approaches are A/P Off when conditions allow, also Raw-Data allowed.
Is this not done in other companies anymore?!
During type-rating, done in-house, the first 3 sessions are completely devoted to manual ( raw data) flying, including all sorts of upset and stall scenarios.
Most approaches are A/P Off when conditions allow, also Raw-Data allowed.
Is this not done in other companies anymore?!
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QAR
It is perhaps unlikely that any QAR mem cards were recovered intact. Not only do these provide a lot more data than DFDR`s, they also help avoid incidents and accidents, particularly when it comes to non reported systems glitches.
I wonder what the company policy was in this instance.
I wonder what the company policy was in this instance.
It is perhaps unlikely that any QAR mem cards were recovered intact. Not only do these provide a lot more data than DFDR`s, they also help avoid incidents and accidents, particularly when it comes to non reported systems glitches.
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the first 3 sessions are completely devoted to manual
Just when I thought there were issues with pilot training and standards ...
I did over 2,000 hours of manual flying before I went anywhere near an automatic aeroplane.
There was a time when I happily boarded my holiday jet with my family and off we went without a care in the World ...
Now I seriously consider - are the pilots fatigued, can they fly an aeroplane and are they sane ... ?!?!?
And don't say this is scare-mongering after AF447, FlyDubai and GermanWings ... (oh, and maybe MH370 and the ATR that crashed inverted into a river).
It's rapidly getting to the stage where you have to think that if there's a failure of the automatics the result is likely to be an accident - whereas it used to be 'in the event of an emergency ditch the automatics and fly the aeroplane ...'.
Accidents are now being caused by pilot FAILURE rather than pilot ERROR ...
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I did over 2,000 hours of manual flying before I went anywhere near an automatic aeroplane.
There was a time when I happily boarded my holiday jet with my family and off we went without a care in the World ...
There was a time when I happily boarded my holiday jet with my family and off we went without a care in the World ...
Despite many problems, air transport is much safer today vs. all those years ago.
Despite many problems, air transport is much safer today vs. all those years ag
It's not necessarily the accident rate that counts but the reasons why the accidents (however few) are occurring. Quite a few in the last few years give cause for concern.
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Hmmmm - we have definitely improved safety over the last 20 years but most of the low hanging fruit has been picked by innovations such as TCAS and GPWS.
Fatalities per passenger mile have fallen consistently year on year but the number of fatal accidents has stagnated simply because the number of flights has grown. In other words we are a lot safer but we still have accidents grabbing the headlines.
The problem now is that the easier things have been fixed and we are left with the rare outlyers. The causes are varied and complex, often involving human factors.
The days of inventing a gadget to eliminate a risk are gone, we now need to tackle the unintended consequences of the technology which has improved safety.
To take a current example, there is a real risk that encouraging more hand flying could degrade safety rather than improving it. Nobody knows the answers to such questions.
Fatalities per passenger mile have fallen consistently year on year but the number of fatal accidents has stagnated simply because the number of flights has grown. In other words we are a lot safer but we still have accidents grabbing the headlines.
The problem now is that the easier things have been fixed and we are left with the rare outlyers. The causes are varied and complex, often involving human factors.
The days of inventing a gadget to eliminate a risk are gone, we now need to tackle the unintended consequences of the technology which has improved safety.
To take a current example, there is a real risk that encouraging more hand flying could degrade safety rather than improving it. Nobody knows the answers to such questions.
Last edited by The Ancient Geek; 1st Apr 2016 at 22:58.
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so. Thank you, Kulverstukas.
220 - 900 there was observed /we won't tell you how/ the movement of the stabilizer on the dive in the result of which - at the height of about 1000 metres, the aircraft went into dive
Next, our priority becomes. our work will be focused on
on the study of the work of the longitudinal aircraft control system and on the evaluation of the actions of the crew during the missed approach.
220 - 900 there was observed /we won't tell you how/ the movement of the stabilizer on the dive in the result of which - at the height of about 1000 metres, the aircraft went into dive
Next, our priority becomes. our work will be focused on
on the study of the work of the longitudinal aircraft control system and on the evaluation of the actions of the crew during the missed approach.
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The preliminary report ends by:
"Short-term recommendations:
- Deliver the information about the aviation accident to the pilots and technical staff, operating Boeing 737-800 aircraft
- Research the procedure of the missed approach - conducted in various conditions, from different heights, in manual mode of operation, at two working engines
- Add missed approach in various conditions, in manual mode of operation, with two working emgines, conducted from different heights, to the FFS (flight simulation training device) simulator training programme."
________
Accidents Investigation commission of the Interstate Aviation Committee
"Short-term recommendations:
- Deliver the information about the aviation accident to the pilots and technical staff, operating Boeing 737-800 aircraft
- Research the procedure of the missed approach - conducted in various conditions, from different heights, in manual mode of operation, at two working engines
- Add missed approach in various conditions, in manual mode of operation, with two working emgines, conducted from different heights, to the FFS (flight simulation training device) simulator training programme."
________
Accidents Investigation commission of the Interstate Aviation Committee
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When British Airways does not allow pilots manual flying, only once a year in the simulator, when most of the pilots cannot fly basic heading, altitude, speed witin the limits without flight directors, when management believes, that practising manual flying on a nice sunny afternoon could be dangerous, how the heck do you expect crews to manually fly a go around in case of automation fault?
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Toshirozero:
Thank you for answering my question. I don't have the annex.
aterpster - read the annex. in the language of the state of occurence, with translation into at least one of the ICAO languages, usually English.
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peekay4:
Nonetheless, his points are well taken.
Now, the industry is upset by lack of upset training. (bad pun)
Yet, Boeing now disclaims disconnect of A/T in their latest birds.
There comes a point where the automatics need to be disconnected in favor of attitude instrument flying. But, my presumption is based upon competency in attitude instrument flying.
My presumption is probably lacking in some segments of the industry.
gnorance is bliss...
Despite many problems, air transport is much safer today vs. all those years ago.
Despite many problems, air transport is much safer today vs. all those years ago.
Now, the industry is upset by lack of upset training. (bad pun)
Yet, Boeing now disclaims disconnect of A/T in their latest birds.
There comes a point where the automatics need to be disconnected in favor of attitude instrument flying. But, my presumption is based upon competency in attitude instrument flying.
My presumption is probably lacking in some segments of the industry.
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So British Airways management in their ultimate wisdom prevents pilots from manually flying the aircraft on the line. Than, just because they feel this measure is not enough to eradicate basic manual flying skills, they reduce the frequency from two sims a year to one sim. And I am sure it is backed up by some kind of a study, that it does not effect the safety. If this is happening in legacy carrier, what is happening elsewhere?
May be we should introduce a new profficiency called "attitude flying" and at least one pilot in the cockpit should have this qualification "unexpired"
May be a pilot error should be called management-pilot error. Because he pilot is usually dead after the accident and there is nothing to improve anymore.
But the systemic management incompetency could be improved upon.
And we would have less management-pilot errors in the future.
May be we should introduce a new profficiency called "attitude flying" and at least one pilot in the cockpit should have this qualification "unexpired"
May be a pilot error should be called management-pilot error. Because he pilot is usually dead after the accident and there is nothing to improve anymore.
But the systemic management incompetency could be improved upon.
And we would have less management-pilot errors in the future.