When the error comes from an expert
Please, take five minutes and visit this article first:
https://livingsafelywithhumanerror.com/2016/12/08/when-the-error-comes-from-an-expert-the-limits-of-expertise/
It was some posts ago, that I linked a youtube video regarding windshear and microburst on approach and takeoff.
From my perspective, there is a lack of understanding about how to deal with an unstabilized approach when being very close to the ground. You really need kinetic energy to execute a go around.
Training departments on most airlines insist on executing a go around when not being stabilized on approach regardless of the altitude and speed of the aircraft at that moment, and at the same time they insist on maintaining your approach speed very close to the one you need for your landing weight. This works well when there is no windshear.
Something that have in common the accident of Asiana in San Francisco and the accident of Emirates in Dubai is that both Captains decided to go around very close to the ground without enough speed, that is without enough kinetic energy and a very high angle of attack.
When making an approach into a field that windshear might be expected, you need to increase your kinetic energy with a lower setting of flaps, if possible, and increase your speed. The only factor that needs to be addressed in that situation is the runway length.
It might be better to fill out an ASR report after the flight due to speed exceedance than regret not having that speed in case you need to go around close to the ground.
So, if you are close to the ground or approaching it and your speed is getting low, you are heading into trouble if some turbulence starts to show up or if you decide to go around for any other reason.
Engines could take up to 8 seconds to show the required thurst from idle, and the aircraft will need some space below it to recover from the lack of kinetic energy, and maybe you don't have it!!
Having said that, it is easier said than done, and we need a lot of humbleness to acknowledge the hindsight bias when we look into an accident, and realize that being there in such a situation may lead to very complicated decisions considering everything that was going on at that moment.
This article, is inspiring in this way. It aims to the fact that even very good pilots, well trained and very skilled may make mistakes from time to time as part of their human behavior due to situations requiring a rapid response, stress, fatigue, interaction of task demands, conflicting organizational goals or high workload when the decision needs to be taken. But I have some doubts about the fact of not considering them crew errors...
Anyway, avoiding such situations may be the future of safety in aviation!!
https://livingsafelywithhumanerror.com/2016/12/08/when-the-error-comes-from-an-expert-the-limits-of-expertise/
It was some posts ago, that I linked a youtube video regarding windshear and microburst on approach and takeoff.
From my perspective, there is a lack of understanding about how to deal with an unstabilized approach when being very close to the ground. You really need kinetic energy to execute a go around.
Training departments on most airlines insist on executing a go around when not being stabilized on approach regardless of the altitude and speed of the aircraft at that moment, and at the same time they insist on maintaining your approach speed very close to the one you need for your landing weight. This works well when there is no windshear.
Something that have in common the accident of Asiana in San Francisco and the accident of Emirates in Dubai is that both Captains decided to go around very close to the ground without enough speed, that is without enough kinetic energy and a very high angle of attack.
When making an approach into a field that windshear might be expected, you need to increase your kinetic energy with a lower setting of flaps, if possible, and increase your speed. The only factor that needs to be addressed in that situation is the runway length.
It might be better to fill out an ASR report after the flight due to speed exceedance than regret not having that speed in case you need to go around close to the ground.
So, if you are close to the ground or approaching it and your speed is getting low, you are heading into trouble if some turbulence starts to show up or if you decide to go around for any other reason.
Engines could take up to 8 seconds to show the required thurst from idle, and the aircraft will need some space below it to recover from the lack of kinetic energy, and maybe you don't have it!!
Having said that, it is easier said than done, and we need a lot of humbleness to acknowledge the hindsight bias when we look into an accident, and realize that being there in such a situation may lead to very complicated decisions considering everything that was going on at that moment.
This article, is inspiring in this way. It aims to the fact that even very good pilots, well trained and very skilled may make mistakes from time to time as part of their human behavior due to situations requiring a rapid response, stress, fatigue, interaction of task demands, conflicting organizational goals or high workload when the decision needs to be taken. But I have some doubts about the fact of not considering them crew errors...
Anyway, avoiding such situations may be the future of safety in aviation!!
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