Speed was 137 knots. And the question was whether or not we had the lowest speed that the crew achieved. I will tell you that the speed was significantly below 137 knots and we are not talking about a few knots. We still have to corroborate some information. This was a preliminary read. The 137 knots came from the crew conversation about their approach speed. We need to take a closer look at the raw data on the Flight Data Recorder as well as corroborate that with radar and air traffic information to make sure that we have a very precise speed. Again, we are not talking about a few knots here or there. We are talking about a significant amount of speed below 137. If i could ask you to raise your hand to be acknowledged and identify yourself and your outlet that would make this a lot easier. Yes, sir. [ inaudible ]. The question is, could we provide additional explanation about the Stick Shaker Activation and the go around. What i shared with you was prior to impact there was a stick shaker that activated. This is both an oral and physical cue to the crew that they are approaching a stall. Its called a stick shaker but there is a yoke that the pilots are holding and that yoke vibrates or shakes and it is telling them that a stall is approaching. That activated four seconds prior to impact. There was a call out for a go around from one of the crew at 1. 5 seconds prior to impact. And the call out is communication between the crew that they want to go around. That means they want to not land but apply power and go around and try to land again. That call came 1. 5 seconds before impact. Yes, maam. So based on those recordings that you just explained, are you finding preliminary findings pointed to pilot error. Are we finding pilot error . What i will tell you is that the ntsb conducts very thorough investigations. We will not reach a determination of probable cause in the first few days that we are on an accident scene. We want to make sure that we gatherer all of the perishable evidence and the facts. We have just been here for a few hours, not even a full day yet. We have preliminary information but we have a lot more work to do. We need to interview the crews and the first responders. We need to validate the raw data on the Flight Data Recorder as well as on air traffic tapes. Well be working to do that. Steve gregory. Can you tell us and characterize again at what point did something seem to go wrong . Did it seem to go wrong from the Data Recorderer or from the voice recorder . Where did the discrepancy enter first . From the information that we have on the Flight Data Recorder and the Cockpit Voice Recorder where did things begin to go wrong and which one occurred first . What we need to do is corroborate the information on both the Flight Data Recorder and the Cockpit Voice Recorder to overlay that with the crews position, their spatial position as they are approaching the run way. There is a lot more work that needs to be done. Some of the things we are seeing on the Flight Data Recorder are mirroring some of the things that are going on on the Cockpit Voice Recorder. The command for increased throttles or increased power from the engines, we also are seeing a go around request about the same time. Yes, maam. [ inaudible ]. The question was about the two fatalities. The question was about a previous event that occurred where there was another haul loss involving a 777 at heathrow a few years ago and whether or not we evaluated that event and identified similarities with this event. In that event there were specific issues identified. Those issues had to do with frozen fuel. This aircraft is equipped with Pratt And Whitney engines. [ inaudible ] we have not identified any specific similarities with that cause of the heathrow event but it is very early in our investigation. Seems like you are hedging against mechanical. The question is, it seems as from all the entities we are working with. In the back. The first question is we identified the nationality of the victims. With would like to mention that that is not something that the ntsb did. That was provided by other entities. The ntsb does not identify victims. We leave that to the experts in the area, the coroner in this case of the county or the medical examiner in other jurisdictions. The ntsb does not do victim i. D. And we did not do it in this case. I expect we will be on scene for at least a week conducting evidence gathering, interviews and creating factual information. If need be we will be here longer. We tell people it takes 12 to 18 months to complete an investigation. However if we identify any safety issues that we think need immediate attention we have the ability to issue Safety Recommendations at any time. Yes, sir. Are there cameras on the run ways and are they always recording . Have you seen that footage . I will defer to the airport officials. We have requests any footage recorded on the airport that would record the Accident Sequence or the after math of the accident. We found in past investigations that the Video Footage whether it is surveillance or security video or whether it is video provided by the public can be very helpful. And along those lines we do have an opportunity for if anybody has any photos or video that their Landing Speed and they failed to engage the Auto Throttles but they believe they had done it and the power didnt come up, they were monitoring and having an expectation that the Auto Throttles would put power in to maintain speed. When it didnt happen they had to realize something is wrong. I now have to take Manual Control and do something. Then, again, that is the problem where they didnt perceive any kind of problem until the problem manifested itself about seven seconds out. By the time they took corrective Action Gravity took over and it was really too late for them to recover. So, are you suggesting that it is possible that the pilots did not realize they were going too slow. They thought they were at one speed but they were actually at a different one . Is that what you are suggesting . There is a multitude of probability. That is why the safety board will dissect the cvr to see how the airplane was configured and see if the automation was being used by the crew. Typically the pilots will set the airplane up with an Auto Throttle and in anticipation of the speed the Automated System tries to maintain it. The crew Didnt Monitor and notice it until the last minute. That puts them behind the power curve. By the time they try to take the corrective action and push the power to full power for the go around by the time the engines started to spool up the airplane was settling to the ground. Another question here that i think was raised. We learned today or at the end of the day yesterday that the guide Path Technology was not operational at sfo. The folks from sfo seem to suggest that that in no way shape or form should have played a role in what happened. Mention about required systems. Based on what you heard from the ntsb is there any suggestion that those systems could have helped prevent this if they would have been functional . I dont get the impression that the glide slope was the problem. It was a visual approach and pilots are trained to dot that without reference to the glide path. But i am concerned about the power being at idle whether thet Auto Throttles were engaged because the pilot is supposed to keep hands on the throttles for that reason and he is watching the speed decrease. As the speed decreases he starts to push the throttles forward whether the Auto Throttles do it or not. What does that tell you . I dont like to look back and quarterback what a captain has done or the co pilot. I can tell you that that is very unprofessional to not be in a position to control that aircraft regardless of what the auto pilot is doing. If the plane is not doing what the pilot wants he clicks all of that off and he hand flies that aircraft. Does that suggest a question to you, then, why that would not have happened . Possibly inattentiveness. Perhaps they were very tired from a ten hour flight and got distracted. Maybe Something Else went on. Thank you for your time today. Msnbc will continue to follow this story and bring you the latest developments out of san francisco. For now, join the ed show already in progress at the essence festival in new orleans. You see the special psyllium fiber in metamucil actually gels to trap and remove some waste. And that gelling also helps to lower some cholesterol. It even traps some carbs to help maintain healthy Blood Sugar Levels as part of your diet. Now thats one super hard working fiber. Metamucil. 3 amazing benefits in 1 super fiber. [ whirring ] [ dog barks ]