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Printed page xi. PDF page 14.
flight crew mismanaged the airplane's descent, which 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. InOpen final report at PDF page 14NTSB AAR-14/01: Asiana Airlines 214
Printed page 33. PDF page 51.
the next 22 seconds. Review of recorded radar data indicated that flight 214 remained well above the current and predicted warning slopes while operating in the SFO Type 2 area, and no MSAW alerts were generated. An MSAW simulation conductedOpen final report at PDF page 51NTSB AAR-14/01: Asiana Airlines 214
Printed page 78. PDF page 96.
inputs to the AFCS that reduced the airplane's descent rate and caused it to diverge well above the desired 3� glidepath. The PF decreased the MCP-selected speed from 210 knots to 180 knots and commanded flaps 5. While these selectionsOpen final report at PDF page 96NTSB AAR-14/01: Asiana Airlines 214
Printed page 79. PDF page 97.
-1,000 fpm at that time was, therefore, inappropriate because the airplane was still well above the desired glidepath, and the flight crew needed to continue descending the airplane at more than 1,000 fpm to return to the desired glidepath. TheOpen final report at PDF page 97NTSB AAR-14/01: Asiana Airlines 214
Printed page 84. PDF page 102.
after which the PF pitched the airplane down to increase descent rate because they were well above the glidepath (as indicated by four white lights on the PAPI). 84Open final report at PDF page 102NTSB AAR-14/01: Asiana Airlines 214
Printed page 126. PDF page 144.
airplane's vertical profile during the initial approach, which resulted in the airplane being well above the desired glidepath when it reached the 5 nautical mile point, and this increased the difficulty of achieving a stabilized approach. 4. The flight crew'sOpen final report at PDF page 144NTSB AAR-14/01: Asiana Airlines 214