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originally posted by: Leonidas
a reply to: Zaphod58
Aviate, navigate, communicate...THEN get up and let the other pilot in the cockpit.
If *IF* the pilot in control was struggling with a critical problem, stepping away from the controls to open the door would likely be pretty far down the "holy crap" list of things to do.
The Guardian notes that debris from flight 4U9525 plane has been found scattered around the villages of Verdaches, Auzet, Le Vernet, and Seyne-les-Alpes.
"We were between 11 am and noon, at the foot of the mountain Tromas, when we saw an airliner that had just round the mountain on the right. It was flying low, and its trajectory was curious. .....At the same time, we saw a fighter plane that seemed to make a move to avoid it. .... It was certainly looking for him, and he had the spot."
French news agency AFP is now supporting the NYT story. They are reporting that first analysis of CVR indicates:
•Normal conversation between flight crew at the beginning of flight
•PIC is heard leaving cockpit before the descend
•Later tried to gain access to the cockpit first knocking than pounding the door
•First officer did not open the door or respond to PIC trying to access the cockpit and is never heard again on the tape from that moment on
•First officer was hired in 2013 with just a couple of hundred flying hours collected at his previous job
Lufthansa has not named the pilots but it said the co-pilot joined Germanwings in September 2013, directly after training, and had flown 630 hours.
It said the captain had more than 6,000 hours of flying experience and had been with Germanwings since May 2014, having flown previously for Lufthansa and Condor.
Lufthansa, the German pilots' union and the Lufthansa flight training school in Bremen where the pilots trained are not making any comment or giving out names. They have, however, given information on the pilot and co-pilot and their experience.
But German media has identified the men as as Patrick S, a father to two children. Bild newspaper said he flew for over ten years for
Lufthansa and Germanwings and had completed more than 6,000 flight hours on the Airbus 320.
The paper named the First Officer as Andreas L. He was "young". He was from Montabaur, in Rhineland-Palatinate. He had 630 flight hours.
He joined Germanwings in September 2013 straight from the Lufthansa Flight Training School in Bremen.
Lufthansa said both pilots were trained at the Lufthansa Flight Training School in Bremen. The captain had over 6,000 flight hours' experience and joined Germanwings in May 2014. Previously he was a pilot with Lufthansa and Condor, a Lufthansa partner airline.
The first officer joined Germanwings in September 2013. He had about 630 flight hours. They were unable to confirm whether this was his first job as a professional pilot, or any previous experience.
The pilot of the doomed Germanwings Airbus A320 may have deliberately locked his co-pilot and crew out of the cockpit minutes before it crashed into an Alpine mountainside killing 150 people, it was claimed today.
Audio files taken from the black box recorder suggested that one of the pilots was forced to try and smash down the door after being unable to enter the flight deck, according to the New York Times.
Experienced pilots today told MailOnline that under normal conditions crew have an emergency access code to enter the cockpit through the locked door.
They can only be stopped from using it if whoever is inside the cockpit manually – and intentionally – disables it.
The revelation will heighten fears that suicide or a terror attack was the cause of the disaster.
Locks on cockpit doors were introduced throughout the world's airlines in the aftermath of 9/11 to keep terrorists from taking the controls in a hijacking.
Tony Newton, a Civil Aviation Authority examiner and commercial pilot with 20 years' experience of flying A320 aircraft, told MailOnline: 'This takes the whole thing off in a different direction.
'Blocking access requires a deliberate action on behalf of the pilot. It’s a pretty dark thing to have happened.'
Cockpit recordings recovered from the crash site indicated one of the seats was pushed back and the door opened and closed.
An unnamed military investigator told the New York Times: ‘The guy outside is knocking lightly on the door and there is no answer.
‘And then he hits the door stronger and no answer. There is never an answer. You can hear he is trying to smash the door down.’
A source told AFP news agency that an alarm indicating the proximity to the ground could be heard before the moment of impact.
The recording has shed new light on the missing eight minutes from 10.31am when air traffic controllers lost contact with the pilots, who failed to send any distress signal.
Details from the first report submitted by the French to the German government revealed that at 10.31am, the 24-year-old Airbus A320 left its assigned altitude and began dropping towards the ground at a speed of 3,500ft per minute, before smashing into a ravine at 6,200ft.
Read more: www.dailymail.co.uk...
The Airbus A320 is fitted with a locking mechanism to prevent unauthorised access to the flight deck while the aircraft is in flight.
The safety systems were improved in the aftermath of the 9/11 terror attacks where hijackers were able to gain access to the cockpit and take over the aircraft.
In normal flight, the door to the flight is closed and locked.
Cabin crew can use a code and gain access to the flight deck. Entry is controlled by the flight crew, in case of a possible hijack attempt.
The Cockpit Door Locking System (CDLS) according to the flight manual 'provides a means of electrically locking and unlocking the cockpit door'.
The CDLS is located in the central pedestal between both pilots and has a toggle switch which controls the door.
They also have a CCTV camera so they can see who is seeking access, and if they are under any form of duress.
Pilots can restrict access to the flight deck although cabin crew can gain entry in an emergency. However, this emergency access can be over-ridden by the pilot for between five to 20 minutes.
The limited time to keep the door closed is itself a safety feature, in case the flight crew become incapacitated - known in the industry as 'incap'.
After the predeterminted time, the keypad on the outside of the cockpit door will become operational again, unless the pilot actively restricts access again.
Also the cockpit door has several other safety features in case of a sudden decompression which will cause the door to open.
According to the flight manual there are 'routine' and 'emergency' access requests.
'The toggle switch enables the flight crew to lock or unlock the cockpit door, following an access request, thereby allowing or denying the entry to the cockpit.'
Read more: www.dailymail.co.uk...