That looks like a loss of power to me, but so far all reports are saying the engines worked normally. Must have been horrible for all those at the back.

 

I hope this isn't a case of pilot error/not meeting stable approach criteria. They should have been flying a missed approach from before that video began.

They seemed to come in a little shallow for the last 5 seconds of the flight. Apparently though the PAPI's were U/S as well as the ILS, so meeting the stable approach criteria of being on the GP +/- 1 Dot could have been difficult. It does indeed look like an unstable approach to me.

 

Engines were found quite far forward of the fuselage so that'd indicate to me that they were at a high power setting on impact.

 

Regards,

Ró.

NTSb says throttles idle on the approach and stick shaker warning. Not good.

NTSb says throttles idle on the approach and stick shaker warning. Not good.

Throttle's at idle or thrust at idle? Anyone have a link to the statement?

 

Regards,

Ró.

Wow.... My heart sank watching it almost roll over..   

SKEWR, on 07 Jul 2013 - 4:46 PM, said:NTSb says throttles idle on the approach and stick shaker warning. Not good.

If mechanical failures have been ruled out, this could suggest that the pilot became disoriented or overcompensated after the aircraft remained too high on approach.

Just got the post below from another forum, doesn't look good & sounds like another Amsterdam

 

 

NTSB Chair just discussed important revelations from the Cockpit Voice Recorder, which is apparently possesses a good quality recording of the last 120 minutes of cockpit conversation:

 

-Vref approach: 137 knots

-Flaps at 30 degrees, gear down/locked

-No discussion of anomalies or concerns in cockpit until a crewmember calls out speed too low 7 seconds before impact

-Stick shaker 4 seconds prior to impact

-Call for go-around occurs 1.5 seconds before impact

-Engines at idle thrust until go-around

FLEX1978, on 07 Jul 2013 - 5:03 PM, said:Just got the post below from another forum

The NTSB is posting details through Twitter. Its page includes a photograph of the recovered black boxes.

Oh Christ, just after hearing the NTSB's statement. What in the name of god were they thinking, all signs of airmanship were thrown out the window. Airspeed was significantly below Vapp. Engines operative and it wasn't till 1.5 seconds to impact that a GA was called for. Two people have died needlessly and many more were injured.

 

7 seconds prior to impact a crew member calls out Speed Too Low, and the descision to GA wasn't made for a further 5.5 seconds??? The stick shaker was sounding for a full 2.5 seconds before they decided to GA for the love of god!

 

It makes me sick to think that these people were allowed onto a flight deck and to call themselves pilots. To be unable to carry out a visual approach, the most basic and simple of all approaches is unacceptable.

 

Regards,

Rónán O Cadhain.

I've been listening to the Press Conference live. One of the most telling comments was that although the CVR has them calling 137 knots, their actual speed was "significantly lower than 137 knots..."

 

Wow, just. Wow!

Have heard so many stories in the past from expat pilots that have flown with some Asian carriers, from what I have heard this kind of thing was an accident waiting happen.

Just saw something interesting in other forum, about 777 "FLCH trap" - If you are above GS and need to descent quickly, FLCH is a very tempting and usefull. If they used FLCH and FD was left on, Autothrottle would have been inhibited and the thrust levers would have stayed at idle. 

 

No excuses, but posible explication on what happened

 

 

No discussion of anomalies or concerns in cockpit until a crewmember calls out speed too low 7 seconds before impact

 

I am not trying to jump to conclusions but this is starting to sound like pilot error....  :(

 

 

It makes me sick to think that these people were allowed onto a flight deck and to call themselves pilots. To be unable to carry out a visual approach, the most basic and simple of all approaches is unacceptable.

 

This is such a sad event... Looks like the majority of the issue was a failure to respond effectively. Missed app or go around should have been executed LONG before they were going so slowly.

I am not trying to jump to conclusions but this is starting to sound like pilot error....  :(

Alas I think that's more than a given at this stage...  :(  No excuses here, pure incompetence...

For the NTSB to be this forthright  about details only a day after is very telling.  ie: There isn't any mystery here, it's pretty cut and dry. 

 

The details are frightening.. Also makes you wonder how this didn't happen sooner.. 

Just saw something interesting in other forum, about 777 "FLCH trap" - If you are above GS and need to descent quickly, FLCH is a very tempting and usefull. If they used FLCH and FD was left on, Autothrottle would have been inhibited and the thrust levers would have stayed at idle. 

 

No excuses, but posible explication on what happened

 

I don't see why any self respecting pilot would use FLCH to get down when they're flying a visual approach, all they've to do is disengage the auto-pilot and the AT, pull the Thrust Levers back to Idle and slow her down. It's not rocket science, it's flying, it's what we're payed to do. The more I read though about the culture in Korea the more and more worried I become. If some of the stuff I'm reading is any way true it's a wonder this hasn't happend sooner and more frequently...

 

Regards,

Ró.