The pilot also said he was momentarily blinded by a beam of bright light. He wasn’t wearing aviator sunglasses because he said that would be disrespectful in the presence of a superior like his instructor in the next seat.
After cockpit culture was identified as a factor in several South Korean airliner crashes in the 1980s and ’90s, procedures and hierarchies were overhauled in Korea and elsewhere, including the U.S., improving that situation. But the Asiana crash on July 6 thrust the issue back to the forefront.
The plane’s tail clipped a seawall, and the aircraft spun down the runway. Three Chinese teens died, including one who was run over by two fire trucks as rescuers rushed to the scene; 304 people survived, the vast majority without major injuries.
The National Transportation Safety Board hasn’t identified a cause of the crash yet, but during a daylong hearing Wednesday much of the testimony focused on confusion about automated speed settings and pilot training.
Board Chairman Deborah Hersman said all international airlines have their cultural differences, but that it wasn’t an emphasis of the hearing.
“Certainly in any cockpit on any airline from any country of the world, there are cultural issues that can come into play,” she said.
She added that investigators were trying to focus on all issues carefully and fairly, and were dealing only with the facts of the situation.
“We have not talked a lot about cultural issues in today’s hearing, and I would ask you to reserve judgment until the NTSB finishes its fact-finding in this matter,” she said.
An Asiana official who spoke on condition of anonymity said the airline’s policy is that any pilot can call for a go-around, and requires any crew member to speak up when the situation requires it. That policy, according to the pilot’s testimony, was potentially violated.
After the hearing, John McGraw, a former high-ranking FAA official who is now an aviation consultant, said there are long-term issues involving cockpit hierarchies.
“There is a cultural element here,” McGraw said. “It’s not just Asian — there are a lot of cultures around the world where people don’t want to challenge their superiors.”
Nationality aside, pilots have a culture of their own that can create complications, McGraw said.
“Pilots don’t like to admit that they should do a go-around when the approach isn’t going well” because it looks bad to the passengers and irritates superiors by burning more fuel, he said.
Robert Francis, a former vice chairman of the safety board who is not involved in the current investigation, said evidence of deference in the Asiana cockpit points out the need for the airline and Korean aviation officials to pay more attention to “cultural issues” in pilot training.
Still, Francis said the cause of the accident apparently wasn’t cultural issues but the pilots’ failure to realize they were making a dangerous approach.
After the Asiana crash, South Korea’s transportation ministry again demanded a safety review and revisions, but said cockpit culture had been greatly improved.
“Hiring foreign pilots has helped ease the hierarchy that existed in the cockpit,” Kwon Yong-bok, an aviation safety director told Bloomberg. “Communication among the pilots has improved a lot.”
This month, Asiana hired a longtime Japanese pilot and safety official to improve safety.