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Printed page xi. PDF page 14.
resulted in the airplane being well above the desired 3� glidepath when it reached the 5 nm point. The flight crew's difficulty in managing the airplane's descent continued as the approach continued. In an attempt to increase the airplane's descentOpen final report at PDF page 14NTSB AAR-14/01: Asiana Airlines 214
Printed page 79. PDF page 97.
descent rate of 1,000 fpm, the airplane remained high. When the airplane reached the 5 nm point, it was about 400 ft above the desired glidepath, descending through 2,085 ft msl, at an airspeed of about 174 knots. As aOpen final report at PDF page 97NTSB AAR-14/01: Asiana Airlines 214
Printed page 80. PDF page 98.
altitude to 3,000 ft, the planned altitude in the event of a go-around. After passing the 5 nm point, the PF commanded flaps 20; the PM moved the flap lever to the flaps 20 position; and the PF set theOpen final report at PDF page 98NTSB AAR-14/01: Asiana Airlines 214
Printed page 82. PDF page 100.
necessary for the PF and PM to both lose excess altitude and slow down after reaching the 5 nm point. Because they had to do both, they encountered a period of increased workload when they were engaged in parallel tasksOpen final report at PDF page 100NTSB AAR-14/01: Asiana Airlines 214
Printed page 99. PDF page 117.
glidepath as he began the final portion of the approach. Additionally, once past the 5 nm point, the PF continued to have difficulty achieving the desired glidepath and did not properly use the airplane's AFCS and the FMC's VNAV functionOpen final report at PDF page 117NTSB AAR-14/01: Asiana Airlines 214
Printed page 100. PDF page 118.
the need to decelerate and configure for landing as soon as the airplane reached the 5 nm point, or ensure that the subsequently selected vertical speed of -1,500 fpm was used long enough to recapture the desired glidepath. Even thoughOpen final report at PDF page 118NTSB AAR-14/01: Asiana Airlines 214