instrumentation on that feed or most has a feed into the frigli data recorder. they can computer read it and it prints out and they can analyze it very quickly. and the second is the voice recorder and it records every sound in the cockpit. for example if they were doing an altitude call out or any kind of information like that. they will also not know right away if crew resource management was being applied meaning if the pilot not flying was challenging the pilot flying saying we re low, are we too fast, should we do a go around. and i ll bet by tonight or tomorrow and the ntsb is good about briefings because they have to by law, i bet they will have some pretty good preliminary information, they might even have the clues to the whole thing already. wow. that s remarkable. and what a change over so many years. sometimes it would days, weeks,
yes, there s lots of talk about whether that was operational, whether there was a possibility that the pilots had not properly readjusted or set their altimeters and other strumting co instruments coming in. also, of course, there will be the issue in the investigation of the configuration of the runway and the seawall at the end which is, of course, necessary. but on the pilot chatter lines, obviously there s lots of talk about what might have gone wrong. such as the ils having a problem with improper settings on the altimeter. improper or not good crew resource management. in other words, if you were below your glide slope and below where you needed to be on your map and there are diagrams out there, aren t there now, showing that substantially 214, asiana 214 was at a steeper rate of
testing to be done. we d be looking at things like fatigue, medication use and sleep disorders, are human factors or human performance efforts are very extensive. we ll be looking at crew resource management or crm and this is how the crew work together, how they communicate, how they follow procedures. we ll look at crew monitoring and we ll look at coordination. the weather on the day of the accident, at the time of the accident, winds were from the southwest at 2.10. at 7 knots with 10 miles visibility. there were no reports of wind sheer or adverse conditions reported. air traffic control, they gave the crew after asiana flight a visual clearance. handling appeared routine until the controller noticed that the
testing to be done. we will be looking at things like fatigue, medication use and sleep disorders, human factors are very extensive. we will be looking at crew resource management or crm. this is how the crew worked together, how they communicate, how they follow procedures. we will look at crew monitoring and we will look at crew coordination. the weather on the day of the accident, at the time of the accident winds were from the southwest at 210, at 7 knots with ten miles visibility. there were no reports of wind sheer or adverse conditions reported. air traffic control. they gave the crew of the asiana flight a visual clearance. handling appeared routine until the controller noticed that the
this light bulb. further deepening the tragedy, investigators discovered the nose gear had been down the whole time. it should be noted that planes can still land safely with just the main landing gear like this. but aviation experts say the crew followed the correct procedure. pilots always carry reserve fuel so there was not a pressing time criticality we have to land now. if they land with the nose gear up it s going to cause damage to it. it s going to be out of service for a period of time. there s going to be an investigation. out of this 1972 tragedy came crew resource management, a training requirement that now ensures that someone must always monitor the airplane flight path. if there is a problem today, that crew resource manager means that the captain has to designate someone to stay in control of the plane while they try to resolve the problem, whether it s in the cockpit or in the cabin.