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User Reviews. User Ratings. External Reviews. Metacritic Reviews. Photo Gallery. Trailers and Videos. Crazy Credits. Alternate Versions. Rate This. An Air Paris jet is missing at the bottom of the Atlantic. When Investigative reporter Nicola Wilson's newspaper editors refuse to assign her the story, she quits to find out what caused the accident that took the lives of passengers. Director: Joe Anderson. Added to Watchlist Add to Watchlist. New York Comic Con Mystery Feature Film Share this Rating Title: Pilot Error 7. Use the HTML below.
You must be a registered user to use the IMDb rating plugin. Photos Add Image Add an image Do you have any images for this title? Edit Cast Cast overview, first billed only: Kate Thomsen Nicola Wilson Robert Cicchini Philippe Larry Herron Rob Jennifer Jelsema Carol Richard Richard Riehle Roy Grimm Deborah Staples In the next 40 seconds AF fell 3, feet, losing more and more speed as the angle of attack increased to 40 degrees.
The wings were now like bulldozer blades against the sky. Bonin failed to grasp this fact, and though angle of attack readings are sent to onboard computers, there are no displays in modern jets to convey this critical information to the crews. One of the provisional recommendations of the BEA inquiry has been to challenge this absence. When forward speed fell to 60 knots there was insufficient airflow to make the mechanism work.
The computers, which are programmed not to feed pilots misleading information, could no longer make sense of the data they were receiving and blanked out some of the instruments. Also, the stall warnings ceased. It was up to the pilots to do some old-fashioned flying.
Sullenberger on the Fallacy of Pilot Error
With no knowledge of airspeed or angle of attack, the safest thing at high altitude is to descend gently to avoid a stall. This is what David urged Bonin to do, but something bewildering happened when Bonin put the nose down. As the aircraft picked up speed, the input data became valid again and the computers could now make sense of things. If he had continued to descend the warnings would eventually have ceased. But, panicked by the renewed stall alerts, he chose to resume his fatal climb.
These side sticks are not connected to the aircraft control surfaces by levers and pulleys, as in older aircraft. Instead commands are fed to computers, which in turn send signals to the engines and hydraulics.
This so-called fly-by-wire technology has huge advantages. Doing away with mechanical connections saves weight, and therefore fuel. Better still, they are programmed to compensate for human error. The side sticks are also wonderfully clever. Once a command is given, say a degree left turn, the pilot can let the stick go and concentrate on other issues while the degree turn is perfectly maintained.
In any case, the side stick is held back for only a few seconds, so you have to see the action being taken. It seems clear from the transcripts that Robert assumed the plane was flying level or even descending. What the hell is happening? Dubois took the seat behind his colleagues and for a while was as perplexed as they were. It was pitch black outside, warning lights were flashing and some of the screens were blank. The men in front partially blocked his view and evidently he did not take much notice of a horizon indicator, which must have shown the plane was still being held nose up.
The Airbus was soon falling through the night at 11, feet per minute, twice as fast as its forward travel. Only 45 seconds before impact Bonin blurted out that he had been trying to climb throughout the emergency, giving his colleagues the first indication of what had been going wrong. There is one final, dramatic exchange:. Robert takes control and finally lowers the nose, but at that moment a new hazard warning sounds, telling them the surface of the sea is fast approaching.
The flight is doomed.
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Mercifully, data recordings and impact damage on debris confirm the Airbus was still more or less level when it hit the sea. Some of the passengers might have dozed throughout the descent; others may have attributed it to violent buffeting. Those in window seats would have seen only darkness.
There is reason to hope that there was not too much panic on board, but this is small consolation. It seems surprising that Airbus has conceived a system preventing one pilot from easily assessing the actions of the colleague beside him. And yet that is how their latest generations of aircraft are designed. The reason is that, for the vast majority of the time, side sticks are superb.
Boeing has always begged to differ, persisting with conventional controls on its fly-by-wire aircraft, including the new Dreamliner, introduced into service this year. They need to be held in place for a climb or a turn to be accomplished, which some pilots think is archaic and distracting. Some say Boeing is so conservative because most American pilots graduate from flying schools where column-steering is the norm, whereas European airlines train more crew from scratch, allowing a quicker transition to side stick control.
Whatever the cultural differences, there is a perceived safety issue, too.
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Indeed, it is hard to believe AF would have fallen from the sky if it had been a Boeing. Had a traditional yoke been installed on Flight AF, Robert would surely have realised that his junior colleague had the lever pulled back and mostly kept it there. When Dubois returned to the cockpit he would have seen that Bonin was pulling up the nose.
There is another clever gizmo on the Airbus intended to make life simpler for the pilots but that could confound them if they are distracted and overloaded.
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Aviation experts have cautioned that while witness accounts can help in an investigation, they are not necessarily accurate and are of limited value in helping pinpoint the cause or causes of a crash. The victims were from more than 35 countries and included at least 22 employees of United Nations-affiliated agencies.
Persistent concerns about the Boeing Max 8 could have an outsize influence on global travel. Airlines often fly those jets, and their earlier versions, multiple times a day. Boeing has faced periods of scrutiny in the past. In the last decade, Boeing faced a crisis when lithium-ion batteries in the Dreamliner were catching fire. On Sunday, Boeing dispatched a so-called technical assistance team — a group of several engineers and experts based in the United States — to assist with the investigation in Ethiopia. The company communicated with the 59 carriers that use the Max 8 and 9 models, and Mr.
Muilenburg, the Boeing chief, kept his board updated on developments.
Late Monday, Mr. Muilenburg sent an email to employees with an update on the situation. Log In. The U. Addis Ababa. Ethiopian Airlines Path based on publicly available radar data. Area of crash.
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