Sunday, July 7, 2013

Asiana 777 Crash in San Franciso

Asiana 777 Crash in San Francisco
Air Travel Incidents | Terroristic Incidents | Asian victim

July 6, 2013 Asiana Airlines Flight 214 from South Korea crashed on final approach to San Francisco International Airport. Of the 307 people aboard the Boeing 777, two passengers died at the crash scene (one from being run over by an airport crash tender), and a third died in a hospital several days later. 181 others were injured, 12 of them critically. Among the injured were three flight attendants who were thrown onto the runway while still strapped in their seats when the tail section broke off after striking the seawallshort of the runway. The FBI repeated asked the pilot if the crash was terrorism related, and no mechanical failures have been found. Most concerns center on the pilot Kang Kuk who was under the supervision of a senior pilot and trainer, Lee Jungmin.The pilot mis-programmed the auto throttles to idle which did not prevent the plane from stalling, and appeared to be not confident or assertive enough to take control when he was not confident about a clear manual visual landing.

Video shows the plane dragging tail in the bay, tail struck, then plane spun around 180 deg and ended up nose ahead. leading some witnesses to report it had flipped over. One engine was knocked off in the initial impact, the other engine stayed on when the plane stopped. It was landing with throttles in idle condition and the plane stalled when it was too slow. Co-pilot 7 seconds before crash requested increase in power, then 1.5 sec before crash they requested permission to abort and go around again. The tail dragged in the water and struck the seawall. The left engine must have struck the ground, sending the plane up into the air again and spinning around to the left, and stopping after spinning around nearly 360 degrees. Passengers suffered from internal bleeding, crushed spines, seats were ripped from their mounts and heads hit the ceiling.

Notably, it took over 24 hours to identify the pilots, and unlike the miracle on the hudson, there were NO statements from either pilot, and the pilot evidently made the announcement that they had made a safe landing  when they knew it was not a normal landing, and aircrew must have notified pilots it was a crash. One theory is that the more experience co-pilot did not feel empowered enough to notice the captain messed up his approach and realized the problem only just before the plane stalled.

December 12, 2013 Asiana 777 Crash in San Francisco Investigation into the Asiana crash indicates a pilot who was not confident or assertive, and problems with a culture of not acknowledging weakness and deferring to a higher-ranking colleague instead of taking charge. The pilot was worried about his ability to handle the plane, and was very concerned about a visual approach without landing aids which had been turned off. Because others had landed safely, he could not say he could not do the landing. The pilot claimed he was blinded by an outside light, but the other officer saw no such light, and he said he did not wear sunglasses because it would be impolite to wear them with his instructor. Lee had not studied the aircraft systems carefully and thought the  autothrottle would keep the jet flying at a safe speed. The autopilot was disconnected and manually changed the auto throttles to idle which did not control the speed. After the crash, FBI agents repeatedly asked Kang Kuk whether the crash might be terrorism related.

 KTVU failed to check on prank names of the crew which were said to be Sum Ting Wong, Ho Lee Fuk, Bang Ding Ow and Wi Tu Low.

 Reference

 Wikipeida: http://en.wikipedia.org/wiki/Asiana_Airlines_Flight_214



Location of port engine
from http://www.bbc.co.uk/news/world-us-canada-23216587
Headlines
December 12, 2013 July 9, 2013 Investigation into the Asiana crash indicates a pilot who was not confident or assertive, and problems with a culture of not acknowledging weakness and deferring to a higher-ranking colleague instead of taking charge. The pilot was worried about his ability to handle the plane, and was very concerned about a visual approach without landing aids which had been turned off. Because others had landed safely, he could not say he could not do the landing. The pilot claimed he was blinded by an outside light, but the other officer saw no such light, and he said he did not wear sunglasses because it would be impolite to wear them with his instructor. Lee had not studied the aircraft systems carefully and thought the  autothrottle would keep the jet flying at a safe speed. The autopilot was disconnected and manually changed the auto throttles to idle which did not control the speed.
documents released Wednesday cataloged other issues that could have played a role in the crash, such as a culture of not acknowledging weakness and of deferring to a higher-ranking colleague.

Probe: Asiana pilot wasn't confident, assertive The Seattle Times  Lee, a veteran pilot undergoing training on the wide-body 777, told investigators he had been "very concerned" about attempting a visual approach without instrument landing aids, which were turned off because of runway construction. ... Lee said he had worried privately before takeoff about his ability to handle the plane.[he should have resigned or been fire] But he told investigators he didn't speak up because others had been safely landing at San Francisco International Airport under the same conditions. As a result, he said, "he could not say he could not do the visual approach." Another Asiana pilot who had recently flown with Lee told investigators he was not sure if he was making normal progress. That pilot said Lee, who had less than 45 hours in the 777 jet, did not perform well during a trip two days before the accident and he was "not well organized or prepared," according to the investigative report. "This pilot should never have taken off," said attorney Ilyas Akbari, 

.... Neither Lee nor an instructor pilot in the cockpit had said anything when the first officer raised concerns four times about the plane's rapid descent.
NTSB Chairman Deborah Hersman said the agency has not yet determined the cause of the crash. So far, the investigation has not found any mechanical problems, 
...Lee also said he had been blinded during a critical instant before the botched landing by a piercing light from outside the aircraft..Lee said he did not [wear sunglasses]" because it would have been considered impolite to wear them when he was flying with his" instructor. The instructor pilot told investigators he never saw a bright light outside the aircraft.
..[Lee]was worried about his unfamiliarity with the 777's autoflight systems. He admitted he had not studied the systems well and thought the plane's autothrottle was supposed to prevent the jet from flying below minimum speed as it neared the runway
..plane's autothrottle is placed in a "hold" mode, ..supposed to re-engage or "wake up" when the plane slows to its minimum airspeed. .. inflatable rafts deployed inside the jet, pinning at least one flight attendant in the wreckage. Engineers had never seen that happen before  \

Asiana Flight 214 pilot turned off plane's auto pilot despite concerns landing at ... - San Jose Mercury News

Washington PostAsiana Flight 214 pilot turned off plane's auto pilot despite concerns landing at ...San Jose Mercury NewsWASHINGTON -- The trainee pilot at the controls of the fatal crash landing of Asiana Airlines Flight 214 at San Francisco International Airport disconnected the Boeing 777's auto pilot even though he was nervous about landing at SFO, according to information ...Asiana Pilot Ignored Warnings Before CrashWall Street JournalAsiana pilot worried about landing before crash in San FranciscoLos Angeles TimesPilots of Asiana crash knew speed was low: documentsReutersBusinessweek -USA TODAY -Fort Worth Star Telegramall 437 news...
The trainee pilot at the controls of the fatal crash landing of Asiana Airlines Flight 214 at San Francisco International Airport disconnected the Boeing 777's auto pilot even though he was nervous about landing at SFO, about 3.5 miles from Runway 28 Left, at an altitude of about 1,600 feet, Kang Kuk disconnected the plane's autopilot and manually changed the auto throttles to idle, said Bill English, the NTSB's lead investigator into the crash.
"In this configuration, the auto throttles would not be controlling speed," English said at the start of Wednesday's hearing.
At about 500 feet, nearly 1.4 miles from the runway, "the thrust levels remained at idle as the airplane continued to lose airspeed and sink below the glide path," English said. —...About 11 seconds later, just below 100 feet above the water, the throttle levers were moved fully forward to initiate a go-around, followed four to five seconds later by the stick shaker activation and a verbal call to go-around ... but the action was too late and the main gear and the underside of the aft fuselage struck the seawall. The lowest recorded airspeed was 103 knots, which was 34 knots below the desired airspeed of 137 knots."
http://www.heraldnet.com/article/20130709/NEWS02/707099924#NTSB-Boeing-777-flew-significantly-below-target-approach-speed
  • the lower portion of the plane's tail cone was found in rocks inside the seawall. A "significant piece" of the tail of the aircraft was in the water, and other plane parts were visible at low tide, she said.
  • reviewed airport surveillance video to determine whether an emergency vehicle ran over one of two teenage girls killed in Saturday's crash but have not been able to reach any conclusions. 
  • rear: two fatalities were located in seats towards the rear of the aircraft. This is an area of the aircraft that was structurally significantly damaged. It's an area where we're seeing a lot of the critical or serious injuries
  • 305 of 307 passengers and crew survived the crash and more than a third didn't require hospitalization
  • 11-hour trip to San Francisco.
  • body clock:  in Seoul it was 3:37 a.m. That means that pilots were trying to stay alert and make decisions most likely during their bodies' circadian low -- the time of day when people most crave sleep even if they are rested
  •  impact the plane's airspeed was about 106 knots, well below the 137 knots it should have been 
  • pilots:  Lee Gang-guk, who was at the controls, had nearly 10,000 hours flying other planes but only 43 in the 777, a plane she said he still was getting used to flying. Another pilot on the flight, Lee Jeong-min, had about 12,390 hours of flying experience, including 3,220 hours on the 777,
  •  two of the people who remained hospitalized in critical condition were paralyzed with spinal injuries, while another two showed "road rash" injuries 
  LA times: Handling of the aircraft “appeared routine until the controller noticed that the aircraft hit the sea wall,” she said. The bodies of the teens were found on the runway, said San Francisco Fire Chief Joanne Hayes-White. One appears to have been ejected from the plane when it hit the sea wall and began to fall apart, San Mateo County Coroner Robert J. Foucrault said. The other was found where the wreckage came to rest, near an escape chute.
Asked if pilot error may have been a factor, Hersman stressed that the investigation would probably take more than a year [that's idiotic. Of course it's pilot error]
during the approach, “the data indicate that the throttles were at idle and airspeed was slowed below the target airspeed.”
comment;  If this pilot was on a training mission he took the wrong time to train. There is a relief crew on board the aircraft, same as Greyhound got a relief bus driver on board long trips. The relief crew would then take over so you won't have the same crew flying into SFO. Even if the pilot was still training at least that pilot should be in the observation stage or assisting not bringing in that plane at such a crucial time. There is a time and place for everything. And taking the controls on Saturday was not the time. These poor parents lost their kids in a country is made worse when one considers that China has a one child policy. So most likely each set of parents lost their only child. Very sad indeed. .Topics Flight attendents seen falling out of back Two deaths were teen girls found on runway People were seen walking out of the water (?) People in back were hammered Pilot approached at odd angle - speculate that he realized he was too low and fast and tried to compensate Landing gear hit edge of runway Tail struck runway first, left debris field, then tail cone shattered and fins and tail fell off. Landing gear left shortly thereafter Nose was much too high. Left engine missing from main body - it was seen flying away from the airplane, landing in the area between the airstrips
.Announcement

  • Crash Survivor Says Announcement Claimed the Plane Had Landed ...

    Crash Survivor Says Announcement Claimed the Plane Had Landed Safely
    abcnews.go.com/US/...claimed-plane-landed-safely/story?id=19597759
    Moments after Asiana Airlines flight 214 stopped its violent crash landing, a voice came over the plane's intercom to say it had landed safely and everyone should ...
    BY  (@jooheecho)
    July 6, 2013
    Moments after Asiana Airlines flight 214 stopped its violent crash landing, a voice came over the plane's intercom to say it had landed safely and everyone should stay in their seats, a passenger told ABC News.
    Within minutes, however, flames could be seen outside the plane's windows and smoke was seeping into the cabin.
    Lee Jang Hyung, 32, was sitting with his wife Lee Jee Young, 33, and his toddler son who is 15 months old in the front row of the plane's economy class section. His parents-in-law were sitting in business class.
    Hyung said he and his family survived the crash without injury, but he was clearly shaken by the harrowing close call.
    "Just minutes before landing, I looked out 

.Pilot
The pilot sitting in the captain's seat of Asiana Airlines Flight 214 had 43 hours of experience flying the B777-200, Choi Jeong-ho, the head of the South Korea's Aviation Policy Bureau, said Sunday.
He was identified as Lee Kang-gook, he said.
.outliers book http://whatdoino-steve.blogspot.com/2013/07/asiana-crash-and-malcolm-gladwells.html The book Outliers has a chapter on this topic that's quite fascinating. Just by coincidence I read it last week and the Asiana crash immediately made me think of it.  You wonder how a co-pilot could idly stand by and not say anything when the captain is clearly on a bad approach.  Turns out this was a huge problem with Korean Airlines and lead to several crashes since a first officer telling a captain what to do was seen as a serious act of disrespect.  Once they understood the cultural issue, they fixed the problem and have since then established an excellent safety record. I would not be surprised if this was a factor in the Asiana crash.
  1. Malcolm Gladwell's Outliers has a chapter on how culture impacts cockpit communications, with a number of pages dedicated to Korean Airlines.  That's what I want to focus on now.  You can read the chapter online beginning here.

There are three preconditions that lead to plane crashes, he tells us:
  • a minor technical problem
  • bad weather
  • tired pilot

Gladwell then focuses on pilot behavior citing two pyschological/anthropological models:
  • mitigated speech
  • "Hofstede's Dimensions"


 Mitigated Speech
". . . 'mitigated speech,' . . . refers to any attempt to downplay or sugarcoat the meaning of what is being said. We mitigate when we're being polite, or when we're ashamed or embarrassed, or when we're being deferential to authority. If you want your boss to do you a favor, you don't say, "I'll need this by Monday." You mitigate. You say, "Don't bother, if it's too much trouble, but if you have a chance to look at this over the weekend, that would be wonderful." In a situation like that, mitigation is entirely appropriate. In other situations, however—like a cockpit on a stormy night—it's a problem. The linguists Ute Fischer and Judith Orasanu once gave the following hypothetical scenario to a group of captains and first officers and asked them how they would respond: You notice on the weather radar an area of heavy precipitation 25 miles ahead. [The pilot] is maintaining his present course at Mach .73, even though embedded thunder storms have been reported in your area and you encounter moderate turbulence. You want to ensure that your aircraft will not penetrate this area. Question: what do you say to the pilot? In Fischer's and Orasanu's minds, there were at least six ways to try to persuade the pilot to change course and avoid the bad weather, each with a different level of mitigation. Command: "Turn thirty degrees right." That's the most direct and explicit way of making a point imaginable. It's zero mitigation. Crew Obligation Statement: "I think we need to deviate right about now." Notice the use of "we" and the fact that the request is now much less specific. That's a little softer. Crew Suggestion: "Let's go around the weather." Implicit in that statement is "we're in this together." Query: "Which direction would you like to deviate?" That's even softer than a crew suggestion, because the speaker is conceding that he's not in charge. Preference: "I think it would be wise to turn left or right." Hint: "That return at twenty-five miles looks mean." This is the most mitigated statement of all. Fischer and Orasanu found that captains overwhelmingly said they would issue a command in that situation: "Turn thirty degrees right." They were talking to a subordinate. They had no fear of being blunt. The first officers, on the other hand, were talking to their boss, and so they overwhelmingly chose the most mitigated alternative. They hinted. It's hard to read Fischer and Orasanu's study and not be just a little bit alarmed, because a hint is the hardest kind of request to decode and the easiest to refuse. In the 1982 Air Florida crash outside Washington, DC, the first officer tried three times to tell the captain that the plane had a dangerous amount of ice on its wings. But listen to how he says it. It's all hints: FIRST OFFICER: Look how the ice is just hanging on his, ah, back, back there, see that? Then: FIRST OFFICER: See all those icicles on the back there and everything? And then: FIRST OFFICER: Boy, this is a, this is a losing battle here on trying to de-ice those things, it [gives] you a false feeling of security, that's all that does. Finally, as they get clearance for takeoff, the first officer upgrades two notches to a crew suggestion: FIRST OFFICER: Let's check those [wing] tops again, since we've been setting here awhile. CAPTAIN: I think we get to go here in a minute. The last thing the first officer says to the captain, just before the plane plunges into the Potomac River, is not a hint, a suggestion, or a command. It's a simple statement of fact—and this time the captain agrees with him. FIRST OFFICER: Larry, we're going down, Larry. CAPTAIN: I know it.
Mitigation explains one of the great anomalies of plane crashes. In commercial airlines, captains and first officers split the flying duties equally. But historically, crashes have been far more likely to happen when the captain is in the "flying seat." At first that seems to make no sense, since the captain is almost always the pilot with the most experience. But think about the Air Florida crash. If the first officer had been the captain, would he have hinted three times? No, he would have commanded—and the plane wouldn't have crashed. Planes are safer when the least experienced pilot is flying, because it means the second pilot isn't going to be afraid to speak up."  (pp. 60-61)


Hofstede's Dimensions  Hofstede's three dimension across cultures are:
  • individualism - collectivism scale
  • uncertainty avoidance
  • power distance index
For looking at cockpit conversations like the one above, Gladwell tells us the power distance index is the most important. 
"Power distance is concerned with attitudes toward hierarchy, specifically with how much a particular culture values and respects authority. To measure it, Hofstede asked questions like "How frequently, in your experience, does the following problem occur: employees being afraid to express disagreement with their managers?" To what extent do the "less powerful members of organizations and institutions accept and expect that power is distributed unequally?" How much are older people respected and feared? Are power holders entitled to special privileges? "In low-power distance index countries," Hofstede wrote in his classic text Culture's Consequences:
power is something of which power holders are almost ashamed and they will try to underplay. I once heard a Swedish (low PDI) university official state that in order to exercise power he tried not to look powerful. Leaders may enhance their informal status by renouncing formal symbols. In (low PDI) Austria, Prime Minister Bruno Kreisky was known to sometimes take the streetcar to work. In 1974, I actually saw the Dutch (low PDI) prime minister, Joop den Uyl, on vacation with his motor home at a camping site in Portugal. Such behavior of the powerful would be very unlikely in high-PDI Belgium or France." 25
You can imagine the effect that Hofstede's findings had on people in the aviation industry. What was their great battle on mitigated speech and teamwork all about, after all? It was an attempt to reduce power distance in the cockpit. Hofstede's question about power distance."How frequently, in your experience, does the following problem occur: employees being afraid to express disagreement with their managers?".was the very question aviation experts were asking first officers in their dealings with captains. And Hofstede's work suggested something that had not occurred to anyone in the aviation world: that the task of convincing first officers to assert themselves was going to depend an awful lot on their culture's power distance rating.

The power distance in Korea is extremely high.  More from Outliers:
The Korean linguist Ho-min Sohn writes:
At a dinner table, a lower-ranking person must wait until a higher-ranking person sits down and starts eating, while the reverse does not hold true; one does not smoke in the presence of a social superior; when drinking with a social superior, the subordinate hides his glass and turns away from the superior;… in greeting a social superior (though not an inferior) a Korean must bow; a Korean must rise when an obvious social superior appears on the scene, and he cannot pass in front of an obvious social superior. All social behavior and actions are conducted in the order of seniority or ranking; as the saying goes, chanmul to wi alay ka issta, there is order even to drinking cold water.
So, when the first officer says, "Don't you think it rains more? In this area, here?" [from a pre crash cockpit tape] we know what he means by that: Captain. You have committed us to visual approach, with no backup plan, and the weather outside is terrible. You think that we will break out of the clouds in time to see the runway. But what if we don't? It's pitch-black outside and pouring rain and the glide scope is down. But he can't say that. He hints, and in his mind he's said as much as he can to a superior. The first officer will not mention the weather again. It is just after that moment that the plane, briefly, breaks out of the clouds, and off in the distance the pilots see lights. "Is it Guam?" the flight engineer asks. Then, after a pause, he says, "It's Guam, Guam." The captain chuckles. "Good!" But it isn't good. It's an illusion. They've come out of the clouds for a moment. But they are still twenty miles from the airport, and there is an enormous amount of bad weather still ahead of them. The flight engineer knows this, because it is his responsibility to track the weather, so now he decides to speak up. "Captain, the weather radar has helped us a lot," he says. The weather radar has helped us a lot? A second hint from the flight deck. What the engineer means is just what the first officer meant. This isn't a night where you can rely on just your eyes to land the plane. Look at what the weather radar is telling us: there's trouble ahead. To Western ears, it seems strange that the flight engineer would bring up this subject just once. Western communication has what linguists call a "transmitter orientation", that is, it is considered the responsibility of the speaker to communicate ideas clearly and unambiguously. Even in the tragic case of the Air Florida crash, where the first officer never does more than hint about the danger posed by the ice, he still hints four times, phrasing his comments four different ways, in an attempt to make his meaning clear. He may have been constrained by the power distance between himself and the captain, but he was still operating within a Western cultural context, which holds that if there is confusion, it is the fault of the speaker. But Korea, like many Asian countries, is receiver oriented. It is up to the listener to make sense of what is being said. In the engineer's mind, he has said a lot.
Korean Airlines got help. 
In 2000, Korean Air finally acted, bringing in an outsider from Delta Air Lines, David Greenberg, to run their flight operations. Greenberg's first step was something that would make no sense if you did not understand the true roots of Korean Air's problems. He evaluated the English language skills of all of the airline's flight crews. "Some of them were fine and some of them weren't," he remembers. "So we set up a program to assist and improve the proficiency of aviation English." His second step was to bring in a Western firm—a subsidiary of Boeing called Alteon—to take over the company's training and instruction programs. "Alteon conducted their training in English," Greenberg says. "They didn't speak Korean." Greenberg's rule was simple. The new language of Korean Air was English, and if you wanted to remain a pilot at the company, you had to be fluent in that language. "This was not a purge," he says. "Everyone had the same opportunity, and those who found the language issue challenging were allowed to go out and study on their own nickel. But language was the filter. I can't recall that anyone was fired for flying proficiency shortcomings." Greenberg's rationale was that English was the language of the aviation world. When the pilots sat in the cockpit and worked their way through the written checklists that flight crews follow on every significant point of procedure, those checklists were in English. When they talked to Air Traffic Control anywhere in the world, those conversations would be in English. . .
Greenberg wanted to give his pilots an alternate identity. Their problem was that they were trapped in roles dictated by the heavy weight of their country's cultural legacy. They needed an opportunity to step outside those roles when they sat in the cockpit, and language was the key to that transformation. In English, they would be free of the sharply denned gradients of Korean hierarchy: formal deference, informal deference, blunt, familiar, intimate, and plain. Instead, the pilots could participate in a culture and language with a very different legacy. (p. 68)

And the training eventually got Korean Airlines back into the top ranks of international air carriers.  However, This was a while back and it wasn't at Asiana.  I'm sure that anyone who works in Airline safety has read this chapter and is thinking about this.  Or, it could be something totally different.  This also reminds us of the importance of anthropology.  It helps us understand cross-cultural differences  - differences that make people from one culture more useful in some situations and from other cultures in other situations. (A little power deference might be helpful in some parts of the US politics these days.) .Pilot

    1. Asiana Airlines Crash: Pilot Had 43 Hours Flying Boeing 777


      ABC News ‎- 2 hours ago
      The pilot in charge of the Asiana Airlines jet that crashed on landing at San Francisco International Airport had just 43 hours on the Boeing 777, ...

  2. Pilot of crashed Asiana plane was in 777 training - Yahoo! News

    news.yahoo.com/crew-tried-abort-landing-san-francisco-air-crash-01324...‎

    1 hour ago - Lee Kang-kook, the second most junior pilot of four on board the Asiana Airlines aircraft, had 43 hours' experience flying the long-range jet, ...

  3. Asiana Airlines Crash: Pilot Had 43 Hours Flying Boeing 777

    www.akronnewsnow.com/.../94371-asiana-airlines-crash-pilot-had-43-h...‎

    3 hours ago - Authors: The pilot in charge of the Asiana Airlines jet that crashed on landing at San Francisco International Airport had just 43 hours on the ...

  4. Pilot of crashed Asiana plane was in 777 training - chicagotribune.com

    www.chicagotribune.com › News‎

    2 hours ago - Lee Kang-kook, the second most junior pilot of four on board the Asiana Airlines aircraft, had 43 hours' experience flying the long-range jet, ...

  5. Asiana Airlines Says Pilot Of Crashed Plane Was On First Training ...

    www.businessinsider.com/asiana-pilot-crashed-training--boeing-777-201...‎

    4 hours ago - 9793 hours of flying experience, but only 43 hours with the plane that ...SEOUL (Reuters) - Asiana Airlines Inc said the pilot in charge of ...

  6. SFO UPDATE Asiana Airlines pilot was on his 9th training flight on ...

    inagist.com/all/354067371192889345/‎

    3 hours ago - @El_Grillo1 : The pilot sitting in the captain's seat of Asiana AirlinesFlight 214 had 43 hours of experience flying the B777-200 - CNN 9 mins ...

  7. S. Korean official says Asiana Airlines pilot was in still in training (via ...

    inagist.com/all/354065995167563778/‎

    3 hours ago - @El_Grillo1 : The pilot sitting in the captain's seat of Asiana AirlinesFlight 214 had 43 hours of experience flying the B777-200 - CNN 6 mins ...

  8. Pilot of crashed Asiana plane was in 777 training | Reuters

    www.reuters.com/.../07/.../us-usa-crash-asiana-idUSBRE9650E22013070...‎

    2 hours ago - Lee Kang-kook, the second most junior pilot of four on board the Asiana Airlines aircraft, had 43 hours' experience flying the long-range jet, ...

  9. Asiana Airlines Flight 214 pilot was on long distance training flight ...

    www.nydailynews.com/.../asiana-flight-214-pilots-realized-seconds-crash...‎

    5 hours ago - Kang-kook only had just a total 43 hours at the controls of the 777 prior to... Asiana Airlines Flight 214 appears to show the pilots attempting to ...


    National Transportation Safety Board (NTSB) investigators search for clues inside the wreckage of Asiana Airlines Flight 214, at San Francisco International Airport Saturday night.

    TAKE OUR POLL
    Do you feel safe traveling by plane?
    The pilot of the flight that crash-landed at San Francisco International Airport Saturday was on his first long-distance training run with the Boeing 777 jet, officials said Sunday.
    Pilot Lee Kang-kook was on his “maiden flight” with the wide-bodied Asiana Airlines plane and desperately tried to abort the ill-fated landing in San Francisco, investigators and airline officials said.
    “He was training," a spokeswoman for Asiana Airlines told Reuters.
    The co-pilot, Lee Jeong-min, had 3,220 hours of experience flying the 777 and was helping Kang-kook with the landing when disaster struck. 
    In the final seconds of the doomed flight, the pilots realized they were flying too slowly and desperately tried to abort their landing, investigators said.


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQp5n26I


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQolyhKC


    mere second and a half after their frantic request to air-traffic controllers, dramatic new video shows the Asiana flight packed with 307 people dragging its tail in San Francisco Bay before colliding with a sea wall, sending the jet tumbling in a cloud of dirt.
    National Transportation Safety Board officials Sunday detailed the chilling seconds of chaos in the cockpit. 
    National Transportation Safety Board (NTSB) Chairwoman Deborah Hersman speaks to members of the media in Washington, D.C., Saturday before heading to the crash scene.

    GETTY IMAGES

    National Transportation Safety Board (NTSB) Chairwoman Deborah Hersman speaks to members of the media in Washington, D.C., Saturday before heading to the crash scene.

    The fiery crash left two Chinese schoolgirls dead, two others paralyzed and a number of passengers with road-rash injuries from the 2,000-foot skid on the tarmac of San Francisco Airport.
    Officials were investigating reports late Sunday that one of the 16-year-old girls who died was actually struck and killed by a fire truck rushing to the scene.


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQpOD1c6


    “The approach proceeds normally as they descend. There is no discussion of any aircraft anomalies or concerns with the approach," said Hersman, citing audio from the cockpit as well as flight data records.
    Then, seven seconds prior to the crash a crew member of Flight 214 requested the pilot increase speed.


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQpYlYUi

    Four seconds prior to impact a “stick shaker” was activated, giving pilots an audible and physical alert the plane was about to stall. The pilots did increase speed, but they requested clearance to pull up and give the landing another try a mere 1.5 seconds before the crash. 

    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQpjU3U9


    Hersman said the target landing speed for the Boeing 777 is normally 137 knots or 157 mph. The plane came in well short of that speed.
    “The speed was significantly below 137 knots, and we’re not talking a few knots," Hersman said, adding that the black-box data recorders had been recovered from the plane


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQpuzvLf

    The new details of the flight’s final moments were revealed as the video, obtained by CNN, showed the plane violently shooting into the air after striking the edge of the runway. A source at the airport told the Daily News the impact sent boulders of the sea wall flying 150 yards down the runway. 

    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQq3Iaq5


    passengers suffered gruesome “road rash consistent with being dragged” as the plane skidded along the tarmac, finally coming to a fiery stop in the grass, said San Francisco General Hospital chief of surgery Dr. Margaret Knudson. The paralyzed passengers may have been children, according to Derek Swales, administrator of the West Valley Christian Church School, who was to host 35 Chinese students in a summer exchange program.
    Pilot error appeared to be the most likely culprit.
    The CEO of Asiana Airlines, Yoon Young Doo, ruled out mechanical failure as a factor.


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQqTjw4Q



    The CEO of Asiana Airlines, Yoon Young Doo, ruled out mechanical failure as a factor.
    “I am bowing my head and extending my deep apology," he said


    Read more: http://www.nydailynews.com/news/national/asiana-flight-214-pilots-realized-seconds-crash-approach-slow-article-1.1392535#ixzz2YQr0uUMN

  10. Pilot of plane that crashed was in training, Asiana says - latimes.com

    www.latimes.com/.../la-me-ln-pilot-of-crashed-plane-had-43-ho...‎

    by Matt Stevens - in 166 Google+ circles
    3 hours ago - The pilot flying Asiana Flight 214, which crashed in San Francisco, killing two and injuring scores more, had only 43 hours of experience flying Boeing 777 aircraft, a spokeswoman for Asiana Airlines said Sunday.



    Deborah Hersman, chairwoman of the National Transportation Safety Board, stressed that the investigation would probably take more than a year and that “everything is on the table right now. It is too early to rule anything out.”
    Hersman said Asiana Flight 214 made no distress calls and appeared to be operating smoothly moments before it slowed to a near-stall, crashed into a sea wall near the runway and broke apart.
    “There is no discussion of any aircraft anomalies or concern with the approach,” Hersman said.
    Then, at seven seconds prior to impact, a call is heard from one crew member “to increase speed,” Hersman said. At four seconds before impact, the sound of the "stick shaker" – which noisily vibrates to warn pilots of an impending stall – can be heard, she said. Then, one and a half seconds before impact, the cockpit crew sought to initiate a “go-around,” hoping to power back up and circle back to the runway.
    The cockpit voice recorder offered two clear hours of good quality and indicated that the Boeing777 was cleared for visual approach to the 2-mile runway 28L. The flaps were configured at 30 degrees and the landing gear was down. Target speed was 137 knots and the approach “proceeds normally as they descend,” Hersman said.
    But then Hersman said that during the approach, “the data indicate that the throttles were at idle and airspeed was slowed below the target airspeed.”
    “The speed was significantly below 137 knots,” she said. When questioned further, Hersman said, "we’re not talking about a few knots,” but she declined to give exact speeds.
    The engines appeared to be working properly. Throttles were advanced “a few seconds prior to impact and the engines appear to respond normally,” she said.
    Hersman confirmed that part of the so-called glide path system that assists pilots with instrument based landings had been out of commission since June 1. The glide slope – which “can give you a constant approach to the airport on an approach down” has been sidelined until Aug. 22 because of runway construction, and all pilots had been notified.
    Asiana 777 Crash in San Franciso Pilot In Training


    Asiana 777 Crash in San Franciso Notes Accident

.Wikipedia

Asiana Airlines Flight 214

From Wikipedia, the free encyclopedia
Asiana Airlines Flight 214

The aircraft after the crash
Accident summary
DateJuly 6, 2013
SummaryUnder investigation
SiteSan Francisco International Airport
37°36′48″N 122°21′52″WCoordinates: 37°36′48″N 122°21′52″W
Passengers291
Crew16
Injuries (non-fatal)182, at least 5 critical[1]
Fatalities2[2][3]
Survivors305
Aircraft typeBoeing 777-200ER
OperatorAsiana Airlines
RegistrationHL7742
Flight originIncheon International Airport
DestinationSan Francisco International Airport
Asiana Airlines Flight 214 was a scheduled transpacific passenger flight fromIncheon International Airport, South Korea, that crash-landed at its destination,San Francisco International Airport, United States, on July 6, 2013. Of the 307 people (291 passengers and 16 crew) aboard the Asiana Airlines Boeing 777-200ER, one passenger was killed and 182 injured. A second passenger fatality may have resulted from a responding fire vehicle.[4] As the plane approached the runway, the throttles were set to idle, and the aircraft speed slowed to significantly below the target approach speed. An attempt 1.5 seconds before impact to abort the landing and execute a go-around was unsuccessful.
It was the second crash and the first fatal crash of a Boeing 777 since its operational debut in 1995.[5]

Contents

  [hide] 

Aircraft[edit]

The Boeing 777-200ER, registration number HL7742,[6] was delivered to Asiana Airlines in March 2006.[7][8] Powered by two Pratt & Whitney PW4090 engines,[9][10] the airframe had about 36,000 flight hours and 5,000 cycles.[9]

Crash[edit]


HL7742, the aircraft involved in the accident, in July 2011
On July 6, 2013, Flight 214 took off from Incheon International Airport (ICN) outsideSeoul at 5:04 p.m. KST (08:04 UTC), 34 minutes after its scheduled departure time. It was scheduled to land at San Francisco International Airport (SFO) at 11:04 a.m. PDT(18:04 UTC).[11]
At 11:26 a.m. PDT (18:26 UTC), HL7742[6] crashed at San Francisco International Airport upon landing, short of runway 28L's threshold, striking the seawall that projects into San Francisco Bay.[12][13][14]
Approximate location of the wreckage[15][16]
 Runway 28L 
 Runway 28L 
 Engine 
 Engine 
 Fuselage  and engine 
NTSBAsiana214Fuselage.jpg  Fuselage  and engine 
 Landing gear 
 Landing gear  NTSBAsiana214LandingGear.jpg
 Tail 
NTSBAsiana214TailWreckage.jpg  Tail 
Approximate location of the wreckage[15][16]
Both engines and thetail section behind the aft pressure bulkhead became separated from the aircraft.[17] The vertical and both horizontal stabilizers came to rest on the runway before the threshold, while the remainder of the fuselage and wings, after spinning in the air, stopped to the left of the runway about 2,000 feet (610 m) from the seawall.[15] Eyewitnesses described a large brief fireball upon the aircraft landing, and a second large explosion minutes after the impact, with a large, dark plume of smoke rising from the fuselage. Evacuation slides were deployed on one side of the plane, and were used to evacuate the aircraft,[17][18] and, despite damage to the aircraft, "many ... were able to walk away on their own".[19]
The instrument landing system vertical guidance on runway 28L had been scheduled to be out of service beginning June 1, and aNotice To Airmen (NOTAM) to that effect had been issued.[20] Arrivals were visual approaches,[9] assisted by a Precision Approach Path Indicator (PAPI), which was destroyed by debris from the impact. The weather at the time of the accident was Visual Meteorological Conditions (VMC).[21] Absence of the ILS was not critical to operation as multiple other systems would indicate if the 777 was too low.[22]
This was the third fatal crash in Asiana's 25-year history.[23] It was the first fatal crash of a Boeing 777.[5][24] It was also the first fatal passenger airliner crash in the United States since the Colgan Air Flight 3407 crash in 2009[25] and the first fatal widebody passenger aircraft crash on American soil since American Airlines Flight 587 in 2001. The crash was the third hull loss of a Boeing 777 and the second of them to crash while on approach to landing after British Airways Flight 38 in 2008.

Passengers and crew[edit]

Passengers and crew[26]
NationalityPassengersCrewTotal
 China1410141
 South Korea771491
 United States61061
 India303
 Canada303
 Thailand022
 Vietnam101
 France101
 Japan101
Others303
 Total29116307
There was a crew of four pilots aboard, alternating in pairs. The cockpit crew at the time of the accident were captain Lee Kang-kook, who had 9,793 flying hours, but 43 in the 777,[27] who was being trained by Lee Jeong-min, who had 12,387 hours of flying experience (at the time of the incident) and 3,220 with the 777.[28] This was Lee Kang-kook's first landing at San Francisco in this aircraft type, although he was an experienced pilot and had previously landed there in other aircraft including the Boeing 747. It was his ninth training flight in that model aircraft.[29][30][31]
San Francisco Fire Department Chief Joanne Hayes-White confirmed that there were two deaths;[32] both were 16-year-old female Chinese passport holders[3][33] with both bodies found outside the aircraft.[1]Five people were in critical condition.[1] Nine hospitals in the area accepted a total of 182 injured.[2] Hayes-White told a subsequent press conference that all persons had been accounted for after reconciliation of two intake points at the airport,[34] although an earlier report said that 60 persons were unaccounted for.[2]
Seventy students and teachers traveling to the United States forsummer camp were among the Chinese passengers. Thirty of the students and teachers were from Shanxi, and the others were fromZhejiang.[25] Five of the teachers and 29 of the students were from Jiangshan High School in Zhejiang traveling together in one group.[35] 35 of the students were to attend a West Valley Christian School summer camp. The Shanxi students originated from the city of Taiyuan.[36]
One teacher received minor injuries, and the two deceased passengers were from the West Valley camp group.[25][36]

Aftermath[edit]


Smoke rising from the wreckage, as seen from Southwest Airlines gates
The airport was closed for about five hours after the crash.[12][17][18] Flights headed for San Francisco were diverted to the other major airports in the San Francisco Bay Area, or to Sacramento, Los Angeles or Seattle.[37] By 3:30 p.m. PDT (22:30 UTC), runways 01L/19R and 01R/19L were reopened; the runway of the accident (10R/28L) and the one in parallel to it (10L/28R) remained closed.[12][18] About 24 hours later, the parallel runway (10L/28R) was reopened.[38]
Asiana continues to operate its Seoul-to-San Francisco route as Flight 214.[11]

Testimony[edit]

Several passengers recalled noticing the plane's unusual proximity to the Bay, appearing as "walls of water"[25] out of the left and right windows, before the engines were powered up in the final moments before impact.[39][40]
Upon collision, oxygen masks were said to have deployed immediately. There were also reports of electrical sparking inside the cabin after the aircraft came to rest. Some passengers sitting at the rear of the aircraft escaped through the hole left by the missing tail section.[41]
Flight attendants were initially instructed to hold off evacuating the aircraft by the cockpit in the initial moments after the crash. When the evacuation order was given, the crew began rapidly evacuating passengers. According to a flight attendant, many of the Chinese passengers who sat near the third exit of the plane could not initially understand the evacuation instructions due to a language barrier.[42]
Upon opening, two of the inflatable chutes expanded into the cabin rather than out onto the tarmac. The first chute, which blocked the forward right exit, nearly suffocated a flight attendant and was deflated by a pilot with a "crash ax" from the cockpit. The second chute malfunction occurred toward the center of the aircraft near a fire and pinned a second flight attendant. It was eventually deflated with a dinner knife by a co-pilot.[42]
A fire erupted in the cabin near the 10th row partway through the evacuation and was extinguished by a co-pilot.[42]
The crew also aided several passengers to the exits who were unable to escape on their own, and a pilot physically carried out one passenger who sustained a leg injury.[42]

Investigation[edit]


The flight data recorder (left) and cockpit voice recorder (right) recovered from the aircraft
The National Transportation Safety Board (NTSB) has begun an investigation and sent a crew to the scene.[2] On July 7, 2013, NTSB investigators recovered theflight data recorder and cockpit voice recorder and transported them toWashington, D.C., for analysis.[43]
According to the NTSB, the weather was fair and the aircraft was cleared for a visual approach. There is no indication yet of any mechanical problem.[44]Preliminary indications suggest the plane came in too short and hit the seawall as it attempted to land.[17] The NTSB said it appeared that the pilots were flying too slowly on final approach and the throttles were set to idle.[45] Preliminary data from the FDR determined that the plane had an approach speed "significantly below" its target of 137 knots (254 km/h; 158 mph), and that one of the pilots called for an increase in speed about 7 seconds before impact.[9][46] At an elevation of 125 feet the aircraft speed had dropped to 112 knots at 8 seconds before impact. It reached a minimum speed of 103 knots (34 knots below the target speed) 3 seconds before impact. The sound of the stick shaker (warning of imminent stall) could be heard about 4 seconds before impact on the cockpit voice recorder.[9] The crew called for a go-around 1.5 seconds before impact. The FDR showed that throttles were advanced several seconds prior to impact, and that the engines appeared to respond normally.[9][47] At impact the aircraft speed had increased to 106 knots.[48]
The coroner of San Mateo County, Robert Foucrault, is conducting autopsies on the deceased.[49][50] He and a fire department spokesperson have said that one of the two girls may have survived the crash and been killed by a fire truck.[25][49][51][52]

See also[edit]

Portal iconSan Francisco Bay Area portal
Portal iconSouth Korea portal
Portal iconAviation portal
Portal iconDisasters portal

References[edit]

  1. ^ a b c Botelho, Greg (July 7, 2013). "2 die, 305 survive after airliner crashes, burns at San Francisco airport". CNN. Retrieved July 7, 2013.
  2. ^ a b c d Welch, William; Swartz, Jon M.; Strauss, Gary (July 6, 2013). "2 confirmed dead in San Francisco Airport crash". USA Today. Retrieved July 6, 2013.
  3. ^ a b "Asiana Crisis Management System". Asiana Airlines. Retrieved July 7, 2013.
  4. ^ "SF Fire Probes Whether Truck Ran Over Asiana Crash Victim". Nbcbayarea.com. Retrieved 2013-07-08.
  5. ^ a b Kim, Jack; Pomeroy, Robin (July 6, 2013). "Asiana plane carried 291 passengers, 16 crew: airline". Reuters. Retrieved July 6, 2013.
  6. ^ a b "Asiana 777 (AAR214) crashes upon landing at SFO". FlightAware. July 6, 2013. Retrieved July 6, 2013.
  7. ^ "HL7742 Asiana Airlines Boeing 777-28E(ER) - cn 29171 / ln 553". Planespotters.net. Retrieved July 6, 2013.
  8. ^ "Asiana Plane Crash Lands: 'No Engine Problems'". Sky News. Retrieved July 7, 2013.
  9. ^ a b c d e f NTSB press briefing on July 7, 2013 Retrieved July 7, 2013.
  10. ^ Stagis, Julie. "Pratt & Whitney Engines Powered Asiana Airlines Plane". Hartford Courant. Retrieved July 7, 2013.
  11. ^ a b "HL-7742 ✈ 06-Jul-2013 ✈ RKSI / ICN - KSFO ✈ FlightAware". Retrieved July 8, 2013.
  12. ^ a b c Hradecky, Simon (July 7, 2013). "Accident: Asiana B772 at San Francisco on Jul 6th 2013, touched down short of the runway, broke up and burst into flames". The Aviation Herald. Retrieved July 7, 2013.
  13. ^ Arkin, Daniel (July 6, 2013). "Boeing 777 crashes while landing at San Francisco airport". NBC News. Retrieved July 6, 2013.
  14. ^ Somaiya, Ravi (July 6, 2013). "Plane Crashes on Landing in San Francisco". The New York Times. Retrieved July 6, 2013.
  15. ^ a b "Where Asiana Flight 214 Came to Rest". The New York Times. July 6, 2013. Retrieved July 7, 2013.
  16. ^ "San Francisco crash Boeing 'tried to abort landing'". BBC News. July 7, 2013. Retrieved July 7, 2013.
  17. ^ a b c d "Boeing 777 plane crash-lands at San Francisco airport". BBC News. July 7, 2013. Retrieved July 7, 2013.
  18. ^ a b c Botelho, Greg; Ahlers, Mike M. (July 6, 2013). "Airline's Boeing 777 crash lands at San Francisco International Airport". CNN. Retrieved July 6, 2013.
  19. ^ Onishi, Norimitsu; Somaiya, Ravi (July 7, 2013). "Victims of Plane Crash are Identified as Two Chinese Students". The New York Times. Retrieved July 7, 2013.
  20. ^ "KSFO San Francisco Intl". PilotWeb. Federal Aviation Administration. Archived from the original on July 7, 2013. Retrieved July 7, 2013. "06/005 SFO navigation instrument landing system Runway 28L glide path out of service with effect from or effective from 1306011400-1308222359"
  21. ^ "Weather at incident time (METAR)". EU: Navlost. Retrieved July 7, 2013.
  22. ^ Pilot in deadly plane crash had no experience landing 777 in San Francisco
  23. ^ "Asiana jet crash further tarnishes Korean carrier's safety record". Reuters. July 7, 2013. Retrieved July 7, 2013.
  24. ^ "Press Release for Incident Involving Asiana Flight OZ 214 - July 7, 2013" (Press release). Asiana Airlines. Retrieved July 6, 2013.
  25. ^ a b c d e "Two dead in Asiana plane crash are Chinese citizens, identified as teenage girls". South China Morning Post. Reuters. July 7, 2013. Retrieved July 7, 2013.
  26. ^ "Victims of Plane Crash Are Identified as 2 Chinese Students". The New York Times. July 7, 2013.
  27. ^ "Pilot was at his first landing with a B777". PlaneCrashes.org. July 8, 2013.
  28. ^ "Asiana Airlines crash: The pilots". ITV. July 7, 2013. Retrieved July 7, 2013.
  29. ^ "Asiana Airlines Crash: Pilot Was in 9th Training Flight for Boeing 777". ABC News. Retrieved 8 July 2013.
  30. ^ "NTSB: Pilots attempted to abort landing 1.5 seconds before impact". CNN. Retrieved 8 July 2013.
  31. ^ "Asiana Says Pilot of Crashed Plane Was in Training". New York Times. July 7, 2013. Retrieved July 7, 2013.
  32. ^ "The 2 victims were heading for a camp". Planecrashes.org. July 7, 2013. Retrieved July 7, 2013.
  33. ^ "Asiana Airlines Crash: At a glance". CNN. Retrieved July 7, 2013.
  34. ^ "Two dead, dozens injured in Boeing 777 crash". Oakland, CA: KTVU-TV. July 6, 2013. Retrieved July 7, 2013.
  35. ^ Yang, Sunny (July 7, 2013), "Asiana crash deaths ID'd as 2 Chinese teens", USA Today (The Associated Press), retrieved July 7, 2013, "A teacher told Chinese television that there were 34 people traveling in the Jiangshan Middle School group — five teachers and 29 students"
  36. ^ a b Hunt, Katie. "Girls killed in crash were headed for camp." CNN. July 7, 2013. Retrieved on July 8, 2013.
  37. ^ "Plane crash at San Francisco airport, 2 dead". CBS News. Associated Press. July 6, 2013. Retrieved July 6, 2013.
  38. ^ Laura J. Nelson, Lee Romney (2013-07-07). "Third of four runways reopens at SFO, officials say". The Los Angeles Times. Retrieved 2013-07-07.
  39. ^ William M. Welch, Chris Woodyard, Doug Stanglin, ed. (July 8, 2013). "NTSB: Jet was traveling below target speed before crash". USA Today. Retrieved July 8, 2013.
  40. ^ "Pilot was flying a 777 into San Francisco for first time". CBS Interactive. July 8, 2013. Retrieved July 8, 2013.
  41. ^ Jason Dearen, Joan Lowy, ed. (July 7, 2013) [July 6, 2013]. "Officials probe why crashed SF jet flew too slow". Seattle Times. Retrieved July 8, 2013.
  42. ^ a b c d Victoria Kim (July 8, 2013). "Asiana flight attendant, last person off jet, describes ordeal". Retrieved July 8, 2013.
  43. ^ Yoon, Julie; Bruton, F. Brinley; DeLuca, Matthew (July 7, 2013). "NTSB: Officials recover black boxes from San Francisco crash site".NBC News. Retrieved July 7, 2013.
  44. ^ "Terror on Jet: Seeing Water, Not Runway". New York Times. 7 July 2013. Retrieved 8 July 2013.
  45. ^ Bowens, Dan (July 7, 2013). "NTSB: Asiana flight flew too slow before crash". MyFox New York. Retrieved 8 July 2013.
  46. ^ "San Francisco crash Boeing 'tried to abort landing'". BBC News. Retrieved 2013-07-08.
  47. ^ "Asiana Airlines Flight 214 tried to abort landing". CBS News. July 7, 2013. Retrieved July 7, 2013.
  48. ^ Asiana Crash: Plane Was 34 Knots Below Target Speed, NTSB Says
  49. ^ a b Hurd, Cheryl; Dwyer, Diane (July 7, 2013). "Fire Truck May Have Run Over Asiana Plane Crash Victim". NBC Bay Area. Retrieved July 8, 2013.
  50. ^ "CBS/AP/ July 7, 2013, 8:21 PM Coroner: Officials probing if rescuers ran over San Francisco plane crash victim". CBS News. Retrieved 8 July 2013.
  51. ^ "Girl who died after plane crash may have been struck by emergency vehicle". Cnn.com. Retrieved 2013-07-08.
  52. ^ "San Francisco plane crash: Did rescue vehicle run over one of Chinese students from Boeing 777 wreck?". Nydailynews.com. Retrieved 2013-07-08.

External links[edit]

Wikimedia Commons has media related to: Asiana Airlines Flight 214

Asiana 777 Crash in San Franciso Ninjapundit Accident
http://ninjapundit.blogspot.com/2013/07/asiana-777-crash-in-san-franciso.html
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