The old saying,
“Any landing walk away from a good landing”
It may be a mistake.
I am surprised that anyone survived this incident, but I am no He surprised that this event had happened. This was not “then” but “when.” This was a training problem that resulted in a pilot error. Quickly, not a haven, criticize the runway. But if we do not properly train pilots to land in strong winds, how to determine the time of wrapping, or how to do so, as this may decrease in the profit of executives, then we failed in these pilots.
Why did not anyone meet the CEO?
Captain James Graham?
Bad -level training required
In 2008, Delta and Northwest merged. In 2009, they formed one operating certificate. In 2010, I suffered from the first training checks on Delta, as the coach did not give the mouth required in federal terms. He sat at the back of the simulation and sent it instead of paying attention to the “new” pilots. It was not given even the extraction of information. He forged training records. Why? Because, as he said, “In Delta we have the ability to do what we want.” Soon the font examination has become a line.
Meanwhile, in simulating another delta, the coach of various pilots tells Delta, “Stop asked questions, be the monkey, hit the crane, and get bananas.” Delta provides up answers to written tests, now computerized, to save by heart. However, to pass the test, sometimes you have to answer incorrectly, because the test is wrong. Their training guides said for years that the Airbus A330 had a grateful stick. no.
Petroleums who flow to the main line delta are allowed and cannot pass this training to return to the same position as the captain, at Endeavor. Although I can only bear witness to the facts of the low -level Delta training on direct experience and experience of experience, I only have the extent of Endeavor exercises. FAA will have to be investigated. But there is a problem.
An effort to improve safety
In 2014, I returned to the school for a doctorate in aviation that focused on safety to find out what was going on in Delta. I learned about the short messages and realized that the operations of the Delta violate the federal regulations, and that the low training led to a lack of understanding that led to accidents. During my defense, a professor said, “What do you think they will do now?” As a result of my teeth. “They” are managing and FAA. However, the Federal Aviation Administration was already known, and the administration refused to invest in training and the Angolan armed forces appear in the other direction.
In 2015, I heard the CEO of Delta, Richard Anderson at that time, talking about safety and reporting a conflict with the Delta culture. Therefore, I asked for a meeting with senior executives, Captain Steve Dixon and Commander James Graham to discuss my fears. In 2015, Graham put in writing that he intends to send me to a psychological evaluation after our meeting. In 2016, four months later, Graham and Dixon met with me. Two months later, the blow to remove me, in the accurate way, Graham said he would do so.
Safety concerns
During the trial, March 20, 2019, Captain James Graham, SVP Airlines at Delta at that time, not only on multiple accounts during the trial, but he witnessed proudly, “and flight operations, specifically, our program has become as soon as possible now, over the year 2018, we have been more than 25,000 reports submitted by a pilot group!” This is not a measure to be proud of.
In my report to the captains Dixon and Graham, I expressed my deep concern that the pilots were unable to fly based on what Captain Dempsey, the Delta Chair, the Working Group of Human Factors, told me. He had left an airport heading to Atlanta, but he lost the automatic airline in taking off. Dempsey continued to travel to Atlanta, but asked for a height of the mass, which means that the pilot is unable to fly at a specific height until they need more airspace. It also flew into the RVSM airspace, a height that requires an autopsy due to a 1000 -feet close separation from other traffic. Upon arrival, Dempsey declared a state of emergency because ATC refused to provide a mass of a mass for their arrival. Use the emergency card for something that was not an emergency. This training department used as an example of a “work burden management” and created a training video that informs the pilots to declare a state of emergency if they also lose the automatic airline.
The problems of this video were many. The Federal Aviation Administration and the Office of the Inspector General were to persuade the pilots to hand over flying due to the loss of a home to the skills of hand ice. However, this training video reported that manual flight was the emergency procedure. The worst part of all of this was that I contacted Dempsey about this event, and told me that “Delta as a group cannot fly the level 0, and we cannot fly from level 4, so he says as quickly as possible.” Level 0 is when there is no automation involvement, a full hand flight, and that will not be any flight manager, Auto Thrust, Autopilot. Level 4 is a fully automated plane. Delta did not train the pilots, but she suggested announcing the state of emergency if she lost the automated pilot.
DEMPSEY via email sent me that Delta Boeing 737 in Final In Atl in IMC, which means that they were in clouds, 700 feet a pilots decide to circumvent but press the automatic suffocating button instead of the end button and the flight manager remained in the approach. None of the pilots noticed that the stadium was 3 degrees and that the energy was 56 % of N1 energy, and these were not the stadium settings and energy to go. It should have been about 12 degrees and 90 % energy. Dempsey said they had not even had circumstantial awareness to look beyond the flight manager and admit something wrong. They reached 186 feet, with more than 2000 feet per minute, before wandering, as the warning systems were in the background. The passengers came on that trip within seconds of death.
Have these pilots tried to happen and pay the wrong button? This may explain the reason for not distorting them. I do not say that this is what happened, but the thought happened to me to rewrite this event. We hope NTSB will answer this question.
Safety offer
While Dixon was a FAA official, waiting for the appeal of Delta, the file related to the violation of Delta disappeared to order the violation of the times of duty. I have a FOIA response that was present, but FAA cleanses guilt. Dickson resigned within days of Delta that lost her attractiveness.
Evaluating Croecca Captain James Graham by Judge Morris:
“The court wonders to the sincerity of Captain Graham’s testimony at various points and sometimes his testimony found incredible. In particular, the court gives little credit in his statements that the report of the complainant’s safety did not affect his decision to refer the complaint to evaluate Article 15.” (Resolution and System, p. 71).
“The court accepts that it is proven-the many contradictions in his testimony between his deposit and his testimony in hearing.
“The two main actors participating here are Captain Graham and Mr. Bukit. The parties that move the pieces in the chess game in which the same complaint found the same unwanted player.” (Resolution and System, p. 99)
Endavor Air CEO, Captain James Graham
Please answer the question.
How can Captain James Graham become to become Endaavor Air’s, a fully owned DELTA company, CEO?
Experimental training was under his leadership in the required Delta, and when the pilot tried to speak publicly, with the internal safety report, he violated the federal regulations and took revenge. I have never lost the first degree, despite the bilateral diagnosis, but Dr. Altman loses his medical license. Delta struck in trial and appeal, Dixon retired early from FAA. However, how is Captain Graham allow to be the CEO of Endeavor Air as a result of his actions?
No, I am not surprised that the Delta plane crashed into Toronto. I am simply surprised that the accident did not happen sooner. FAA Delta allows and endeavors to do whatever they want to save money; Cursed training. These pilots, while their error caused the plane crash, are a victim of the accredited training from FAA. CEO, Captain James Graham, and FAA are fully responsible.
Impact on change where we can
Where the Federal Aviation Administration has never applied, despite what we learned in doctoral research, I wrote the book, Normalization of deviation, a threat to aviation safety To educate the audience about what is happening all over the world.
In that, no person held accountable in Delta about their revenge actions, despite their loss in the Federal Court, including Graham, Dixon and CEO of Delta, Ed Bastian, wrote a book to help encourage employees to report safely, and how to use the law to protect themselves, Delta disaster, and the legal lessons learned and sharing it to save your career and improve safety. Safety depends on the staff to report safety concerns.
I am not sure what I can do, but enough enough. If no -level training is not improved around the world, we will see more of these incidents. This time we are lucky, but safety should not depend on luck.
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