and it s this. they really needed to increase their speed. if you hear some of the witness statements and also from the passengers, they seem to indicate that the plane was too low and that the engines revved up just before the plane was about to touch down. i want you to listen now the to the ntsb chairwoman who boils things down second by second. take a look. a call was made seven seconds prior to impact. the sound of the stick shaker occurs approximately four seconds prior to impact. a call to initiate a go ahead occurred 1.5 seconds before impact. so it s clear that they knew there was trouble. the problem, don, when are you
really could have climbed out of there in time. it s a question many my mind how they used the last seconds. okay. stand by. roll the rest of it. let s go. the sound of the stick shaker occurs approximately four seconds prior to impact. pause it, please. mary. four seconds before impact with the stick shaker, there is vilgts they can do, but that stick shaker would have startled them. it literally vibrates and shakes, but at four seconds, as jim just mentioned, there isn t even time to get the power up at full speed to push it in and really get all the power that you need, and they couldn t do the other thing you do with a stick shaker, which is something called the stick pusher, which puts the nose down to give you more air speed. that wasn t an option because they were already too low. as jim said, already behind the power curve as he mentioned earlier. that s right. in more than one way. roll it again, please. a call to initiate a go
below 137 knots and we re not talking about a few knots. the nose starts coming up. he obviously knows he s below and going to end up short of that runway. he pulls the nose up which is the wrong thing to do. what that did is slow the aircraft down even more. the stick shaker occurs approximately four seconds prior to impact. the stick shaker is a system on the plane that gives a warning to the pilot that you re going too slow. there was call out for a goer around from one of the crew at 1.5 seconds prior to impact. that means they want to not land but apply power and go around and try to land again. the go around call was useless. at that point it was a done deal. they were already committed to a
isn t deteriorate and you are aware and you are paying attention to the altimeter. you do it second nature, and you sweep those instruments, and i have to wonder why they weren t doing it or if they were maybe something distracted them. i want to get i m looking for an e-mail that i got earlier from a pilot friend, and he mentioned going over the mountains, coming in across the mountains. if i can find it here. i ll look for it. let s listen to the second soundbyte where she talks about increase speed. let s listen. a call was made seven seconds to impact. the sound of the stick shaker occurs approximately four seconds prior to impact. a call to initiate a go around occurred 1.5 seconds before
at a specific time and place to have a firm fix on exactly what you should be doing to maintain safe flight, and it s a category within the investigation area that has kind of grown up through the years. this is a very important thing. that, plus, something else that mary has mentioned earlier in terms of the crew coordination, which i m really concerned about. why was there no tarmac of the pilot now flying that, hey, we re too slow or we re too low or we re too anything else? there was no complaint. that i find very interesting. mary. jim, so right. situational awareness is so important that when you are in flight training, they train you to do a sweep. in other words, you take your eyes and you take your attention and you actually train to sweep the instruments in a particular way, and you keep doing that so you don t lose your situational awareness, so your air speed