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Printed page xi. PDF page 14.
airspeed and low path conditions but did not initiate a go-around until the airplane was below 100 ft, at which point the airplane did not have the performance capability to accomplish a go-around. The flight crew's insufficient monitoring of airspeedOpen final report at PDF page 14NTSB AAR-14/01: Asiana Airlines 214
Printed page 68. PDF page 86.
activated, even if the autothrust is disengaged. Alpha floor protection is inhibited below 100 ft RA, if autothrust is unserviceable, following a double engine failure on the four-engine A340 or a single engine failure on twin-engine models, and above MachOpen final report at PDF page 86NTSB AAR-14/01: Asiana Airlines 214
Printed page 85. PDF page 103.
path conditions but the flight crew did not initiate a go-around until the airplane was below 100 ft, at which point the airplane did not have the performance capability to accomplish a go-around. 2.3 Flight Crew Performance 2.3.1 Fatigue TheOpen final report at PDF page 103NTSB AAR-14/01: Asiana Airlines 214
Printed page 94. PDF page 112.
accident flight) or TO/GA, or the airplane is below 400 ft above the airport on takeoff or below 100 ft RA on approach. Further, the Boeing 777 FCTM, upon which Asiana based much of its training, did not explain theOpen final report at PDF page 112NTSB AAR-14/01: Asiana Airlines 214
Printed page 126. PDF page 144.
conditions, but the flight crew did not initiate a go-around until the airplane was below 100 ft, at which point the airplane did not have the performance capability to accomplish a go-around. 6. The flight crew was experiencing fatigue, whichOpen final report at PDF page 144NTSB AAR-14/01: Asiana Airlines 214
Printed page 15. PDF page 33.
the nose to drop at an altitude of 200 to 100 ft. This had caused the airplane to go below the desired glidepath and forced the PF to initiate the flare early. The IP counseled the PF extensively on theseOpen final report at PDF page 33NTSB AAR-14/01: Asiana Airlines 214