Gregory Feith

Megan, I'll tell you, I call it the electronic witness. Years past, when I first went to work for the board a long time ago, you'd spend a lot of time hunting down witnesses, and then you'd have to ferret out fact from fiction. They'd tell you a thousand different stories. And you tried to pick the factoids. Now we have an electronic witness. It doesn't lie.

It just basically records the artifacts of the accident. This is great for investigators because this information, in combination with flight data recorder information, and then, of course, CBR and the crew interviews, is going to put a very complete story together in a very short period of time.

It just basically records the artifacts of the accident. This is great for investigators because this information, in combination with flight data recorder information, and then, of course, CBR and the crew interviews, is going to put a very complete story together in a very short period of time.

It just basically records the artifacts of the accident. This is great for investigators because this information, in combination with flight data recorder information, and then, of course, CBR and the crew interviews, is going to put a very complete story together in a very short period of time.

Well, we got to unpack a lot of that, Megan. One, as Wiz was talking about quote experience, let me just tell you that in aviation, we don't mark years as our years of experience or the base of experience. We judge that or at least use hours of flight time as the marker for experience. That'll be one aspect of

Well, we got to unpack a lot of that, Megan. One, as Wiz was talking about quote experience, let me just tell you that in aviation, we don't mark years as our years of experience or the base of experience. We judge that or at least use hours of flight time as the marker for experience. That'll be one aspect of

Well, we got to unpack a lot of that, Megan. One, as Wiz was talking about quote experience, let me just tell you that in aviation, we don't mark years as our years of experience or the base of experience. We judge that or at least use hours of flight time as the marker for experience. That'll be one aspect of

this particular investigation that the NTSB, in assisting the TSB up in Canada, will try to determine what was the crew's experience, how often were they trained, what was their background, and things like that. Now, as far as the autopilot is used, yes, the autopilot flies the airplane, especially in the larger aircraft. basically 90% of the time.

this particular investigation that the NTSB, in assisting the TSB up in Canada, will try to determine what was the crew's experience, how often were they trained, what was their background, and things like that. Now, as far as the autopilot is used, yes, the autopilot flies the airplane, especially in the larger aircraft. basically 90% of the time.

this particular investigation that the NTSB, in assisting the TSB up in Canada, will try to determine what was the crew's experience, how often were they trained, what was their background, and things like that. Now, as far as the autopilot is used, yes, the autopilot flies the airplane, especially in the larger aircraft. basically 90% of the time.

It is encouraged by the airlines for pilots to hand fly so that they don't lose those tactile flying skills. You don't want automation flying all the time. But typically in this type of airplane, takeoffs and landings are done by one of the two pilots manually. You're not using an autopilot. You'll use some navigation guidance. on some of the airplanes.

It is encouraged by the airlines for pilots to hand fly so that they don't lose those tactile flying skills. You don't want automation flying all the time. But typically in this type of airplane, takeoffs and landings are done by one of the two pilots manually. You're not using an autopilot. You'll use some navigation guidance. on some of the airplanes.

It is encouraged by the airlines for pilots to hand fly so that they don't lose those tactile flying skills. You don't want automation flying all the time. But typically in this type of airplane, takeoffs and landings are done by one of the two pilots manually. You're not using an autopilot. You'll use some navigation guidance. on some of the airplanes.

But typically, unless it's almost zero-zero, which airplanes can land in zero-zero conditions, there are some airplanes that are certified to do that. You'll typically have one of the pilots landing the airplane manually. And there's nothing wrong with that, even under these conditions.

But typically, unless it's almost zero-zero, which airplanes can land in zero-zero conditions, there are some airplanes that are certified to do that. You'll typically have one of the pilots landing the airplane manually. And there's nothing wrong with that, even under these conditions.

But typically, unless it's almost zero-zero, which airplanes can land in zero-zero conditions, there are some airplanes that are certified to do that. You'll typically have one of the pilots landing the airplane manually. And there's nothing wrong with that, even under these conditions.

Yeah.

Yeah.

Yeah.

Well, the good thing is, is that, as we've said, when this aircraft came down, it hit flat. If it had cartwheeled, and if you think about United 232 in Sioux City, Iowa, where the crew didn't really have controllability of the airplane, they did get the airplane at least to a piece of pavement.