141–150 of 580 posts
I thought this was solved by training none-western pilots, in particular co-pilots, to be empowered to challenge decisions by another pilot instead of just doing nothing.
Earlier quoted context omitted.
From my understanding there are two advantages: - So that when kph/mph is heard a pilot knows they're referencing ground speed, whereas knots is air speed. - Pilots use latitude/longitude, and a knot is "exactly equal to 1/60th of a degree of latitude. A 1/60th of a degree of latitude is known as a minute of latitude. Therefore, a knot is equal to one minute of distance. There are 90 degrees from the equator to the p…
seems slightly odd to use an angular unit for airspeed; the linear equivalent would technically depend on altitude. I guess airplanes don't actually fly high enough for that to matter.
> a knot is "exactly equal to 1/60th of a degree of latitude. ...Therefore, a knot is equal to one minute of distance."
I'm not sure what that quote is from, but it's is akin to saying "A metre per second is equal to one metre." Um, no. The units don't match.
Setting autopilot immediately on takeoff is very tempting because it massively reduces workload vs hand flying during a critical flight stage (high workload). So there’s a strong temptation to do this. But if you miss a few checklist items and don’t fully understand the systems, this is the result. The numbers seem to indicate they didn’t immediately recover the situation either I.e immediately switch to hand flying…
The memo from Emirates about not setting altitude in system to airport altitude is so weird. I really hope that's not the actual message Emirates is putting out there. It doesn't matter was in system. You run your checklists and configure for your own flight / your own departure etc. Memo should be to training / recruitment - where did you find these pilots to fly a 777? So they obviously didn't pre-flight the flight…
It's unbelievable that the pilot's didn't realize they were doing 215 knots while still ON THE GROUND and only decided to pull back on the yoke once they were nearing the end of the runway. They should have at least seen the end of the runway coming up and wondered why they weren't airborne yet. The ends are colored in amber and red as it gets closer to the end, it should be pretty obvious something is wrong. Pull ba…
Suggest replacing 'Boeing 777' in the title with 'Emirates aircraft'
Earlier quoted context omitted.
> I catch heat every time I mention that air crew training and certification standards are not uniform across the globe and that I am reluctant to fly on many foreign-flag carriers. (However, Emirates and most EU-flag carriers are ones that I would not hesitate to fly on.) Has anyone made some sort of a rough list of which carriers one can feel safe on?
My personal list is Tier 1 US, Canadian, British and German carriers as well as Qantas. Probably throw Air France and KLM in too. In Africa, Ethiopian would be the only airline I would fly if I had to fly an African airline. I probably would have had a middle eastern airline on the list before I did a project with them last year. After that, I learned a lot that made me stick to the list above.
"The thing that stands out here the most is the complete lack of control that the crew had over the plane. The crew was managing the computers rather than flying the aircraft ." Perhaps they are "Children of the Magenta": https://www.youtube.com/watch?v=5ESJH1NLMLs ... and I cannot recommend this video enough. I am not a pilot and I have no interest in flying nor any particular interest in aviation, generally ... and…
Great video, thanks. I find it weird that we learn so little about aviation when the industry has so much to teach us. The checklist manifesto was a great attempt to try to implement checklists in the hospital and other places, but from CRM to workload management there is so much to benefit from what the airline industry has pioneered.
Earlier quoted context omitted.
This rings true. I live in Doha and a very good family friend is an instructor in the local flag carrier's training program. He was recently bemoaning the following situation: 1. There was a go-around on some flight or other (for good reason!) 2. Management interpreted this as a failure, and announced that every go-around will now have a full post-mortem with involved pilots requiring more sim time. 3. Pilots now thi…
Ooh, it’s like internally reporting security vulnerabilities!
"The thing that stands out here the most is the complete lack of control that the crew had over the plane. The crew was managing the computers rather than flying the aircraft ." Perhaps they are "Children of the Magenta": https://www.youtube.com/watch?v=5ESJH1NLMLs ... and I cannot recommend this video enough. I am not a pilot and I have no interest in flying nor any particular interest in aviation, generally ... and…
https://www.youtube.com/watch?v=WITLR_qSPXk
Might be easier to watch for anyone using a device with crappy speakers.
At least this sounds like pure human error, failure to follow pre-flight checklists, and not a Boeing engineering/mechanical problem.
But engineering/mechanical problems can be identified, analyzed, and eliminated (or mitigated). Human error still finds a way around our many attempts (training, checklists, standardized procedures, etc) to prevent it.
These problems are often due to human problems or errors.