Originally Posted by
adamj023
The airlines in Korea have been stellar performers and the economy has picked up immensely. Just look at all the top Korean firms putting out first rate products these days.
US and AA both had safety flaws, but these were related to pilot error and a combination of aircraft design issues which were resolved in later model jets.
As far as US I always felt their training programs were better than AA in actuality and I always felt comfortable flying on USAirways which I did many times and that is a testimony to the excellent team which had outstanding pilots, first officers, crew and the like. That isn't to say AA was bad, I just felt it was worse than US.
Waiting for more evidence which can prove or disprove what happened.
Question marks are still the following:
If the crew did everything right to control the airplane and attempt to land it and were indeed monitoring the aircraft as appropriate but were blinded and couldn't judge actual speed even though the controls were showing the speed was fine, then it rules out pilot error and then one wonders IF the controls were in functioning order or if there was a mechanical flaw due to a broken part or intentional or unintentional interference of control systems.
If there was pilot error, it would mean that they failed to appropriately activate the auto throttle apporpriately.
But I am leaning against pilot error and some remaining facts which could be told at todays briefing could put to rest a lot of this for us.
Wow, it's incredible that an intelligent observer could believe this. The evidence already shows the crew did "something wrong." Vref-34 on short final in a serviceable airplane, no technical issues equals command culpability. They most certainly did not "monitor the a/c as appropriate" over a significant period of time during final.
That part - overall culpability, or "pilot error," is already a done deal.
Which omissions/failures/incorrect actions are directly responsible and by whom are not fully clear yet but they will be uncovered over time.
It's not just failure to activate A/T. The approach should have been flown correctly whether A/T was used, or not. The evidence shows a nonstabilized approach and airspeed numbers Vref decay consistently from 1000' AGL to Vref-34 on short final. PF and PNF are BOTH responsible for executing a stable approach and safe landing.
The errors are multiple and implicate CRM, as other Korean and Indonesian crashes have.