Flight Safety Information July 10, 2013 - No. 140 In This Issue Asiana Flight 214 pilots say speed control failed during landing Flight attendants ejected from plane during crash, NTSB says A lame reason for not drug-testing Asiana pilots Safety experts find pilots reluctant to abort landings Pilot in charge of Asiana flight was on his first trip as an instructor: NTSB Helicopter crashes on Colombia oil flight; 5 die 2013 Aviation Human Factors and SMS Seminar - Dallas, July 23-24, 2013 Think ARGUS PROS Aviation safety: Commission updates the European safety list of banned airlines South Korea begins inspecting 8 airlines, looks at training United Dreamliner London-Houston flight canceled Asiana Flight 214 pilots say speed control failed during landing Video B Roll of wreckage from the Asiana flight 214 crash at San Francisco International Airport. New video released by the National Transportation Safety Board shows the wreckage of Asiana Flight 214. The pilots realized too late they were flying too low and too slow, investigators said Tuesday. SAN FRANCISCO -- The pilots aboard Asiana Airlines Flight 214 that crashed in San Francisco relied on automatic equipment to maintain airspeed and did not realize the plane was flying too slowly until it was just 200 feet above the ground, the head of the U.S. National Transportation Safety Board said. In her third detailed briefing on Saturday's crash that killed two Chinese passengers and injured more than 180 other people, NTSB Chairwoman Deborah Hersman also said two flight attendants were ejected from the plane after its tail hit a seawall in front of the runway and was torn off. Both were found injured but alive on the side of the runway. Hersman said many questions remained about the incident. The South Korean airline's flight crew members were not tested for drugs or alcohol after the crash, a requirement for pilots of U.S.-based carriers involved in accidents, she said. The accounts given to investigators by the pilots, as relayed by Hersman, confirmed information from the plane's flight data recorder that showed the plane was traveling 25 percent below its target airspeed as it came in for landing. While she has declined to speculate on the cause of the crash, much of the information released by the NTSB suggests pilot error as a main focus of the investigation. The pilot in charge of landing the plane on Saturday was in training on the Boeing 777 and was roughly halfway through the process, while seated next to him was a co-pilot on his first flight as an instructor. Both were experienced pilots, although they had not flown together before, Hersman said. "At about 500 feet, he realized that they were low," Hersman told reporters, referring to the instructor pilot's account of the failed last-second attempts to avoid Saturday's disaster. "Between 500 and 200 feet, they had a lateral deviation and they were low. They were trying to correct at that point." Referring to the instructor pilot, she said it was not until 200 feet that "he recognized the auto-throttles were not maintaining speed" and tried to abort the landing. Hersman had previously said that the plane had been at an altitude of 200 feet 16 seconds before crashing. Three of the four pilots on board were in the cabin during the landing, although only two could see the runway, Hersman said, citing the interviews by investigators with the crew. Hersman said an examination of the wreckage showed that the auto-throttle was "armed," but it was not clear if it had been properly engaged or had somehow failed before the plane slowed to a near-stall and hit the ground. "We need to understand a little better" how the auto-throttle is used, she said. "They had set speed at 137 knots (158 mph), and he assumed that the auto-throttles were maintaining speed," Hersman said of the instructor pilot. She noted that the pilots were responsible for maintaining airspeed. "We have a flying pilot and two other pilots in the cockpit and they have a monitoring function," she said. "One of the critical things that needs to be monitored on an approach to landing is speed. So we need to understand what was going on in the cockpit and also what was going on with the aircraft." 'Rampant speculation' The world's largest pilots union rebuked the NTSB for its handling of the crash investigation, saying the agency had released too much information too quickly, which could lead to wrong conclusions and compromise safety. Releasing data from the flight's black boxes without full investigative information for context "has fueled rampant speculation" about the cause of the crash, the Air Line Pilots Association International said in a statement. Hersman rejected the criticism. "We work for the traveling public," she said. "We feel it is important to show our work." Aviation consultant Hans Weber, the president of TECOP International, Inc., said the accident may revive a long-running debate over whether pilots' increasing reliance on automated flight systems has taken a toll on their "hand-flying" skills. Maintaining proper airspeed and altitude is "the most basic responsibility of the pilot, like breathing in and out," Weber said. But it could be the case, he added, that "pilots are paying attention to the computer rather than paying attention to the fundamentals." Hersman did not comment on whether anyone in addition to the two flight attendants was ejected from the plane, though the two teenage Chinese students who died were found outside the aircraft. One of them may have been run over by an emergency vehicle, San Francisco fire department officials have said, but the local coroner has not yet released autopsy results showing the cause of death. Asiana Airlines Chief Executive Yoon Young-doo arrived in San Francisco on Tuesday to meet with U.S. investigators, Asiana staff and survivors of the crash. Hersman also confirmed witness accounts that at least one emergency escape chute had deployed inside the aircraft, trapping a flight attendant. The pilot who was sitting in the cabin worked to free her, Hersman said. "I saw a leg sticking out between the slide and the wall. It kept moving," passenger Eugene Rah said in an interview on Monday. He said he and a man he believed was a crew member struggled to free her, adding: "He was asking me if I had anything sharp, but these days nobody can be on board with anything sharp." She was eventually freed and hospitalized with serious injuries, Rah said. http://www.chicagotribune.com/news/chi-san-francisco-plane-crash-20130710,0,21943.story Back to Top Flight attendants ejected from plane during crash, NTSB says Two flight attendants at the back of Asiana Airlines Flight 214 were ejected but survived when the plane slammed into a seawall and lost its tail during a crash landing at San Francisco's airport, according to officials from the National Transportation Safety Board. Both women were found on the runway, amid debris. In a news conference Tuesday, NTSB officials didn't explain fully why the plane approached the notoriously difficult landing strip too low and slow, likely causing the crash, although they did quote testimony from one of the pilots that explained more about what occurred moments before Flight 214 crash landed. NTSB Chairwoman Deborah Hersman said the pilot at the controls was only about halfway through his training on the Boeing 777 and was landing at the San Francisco airport for the first time. Hersman also said his co-pilot was on his first trip as a flight instructor. The NTSB hasn't ruled anyone at fault in the crash, with Hersman saying that probable cause will not be determined on scene. Audio recordings show the pilots tried to correct the plane's speed and elevation until only seconds before hitting the seawall at the end of the runway, an impact that sent the fuselage bouncing and skidding across the airfield. Here is what is known: Seven seconds before impact, someone in the cockpit asked for more speed after apparently noticing that the jet was flying far slower than its recommended landing speed. A few seconds later, the yoke began to vibrate violently, an automatic warning telling the pilot the plane was losing lift and in imminent danger of an aerodynamic stall. One and a half seconds before impact came a command to abort the landing. Hersman said at the news conference that the instructor realized the craft was coming in too low by the time the plane went below 500 feet. This was indicated by the Precision Approach Path Indicators (or PAPIs) situated on the runway, which were showing three red lights out of four. A normal approach would show two red lights and two white, with more reds than white indicating the plane is too low, while more whites than red indicate a plane is coming in too high. By the time Flight 214 reached 200 feet, the PAPI's were all red, indicating that the aircraft was perilously low, according to the instructor's reported testimony. He also stated that the auto-throttle had not maintained the necessary speed. The plane's airspeed has emerged as a key question mark in the investigation. All aircraft have minimum safe flying speeds that must be maintained or pilots risk a stall, which robs a plane of the lift it needs to stay airborne. If any of the Asiana pilots "saw something out of parameters for a safe landing," they were obligated to speak up, said Cass Howell, an associate dean at the Embry-Riddle Aeronautical University in Daytona Beach, Fla. "There are dozens and dozens of accidents that were preventable had someone been able to speak up when they should have, but they were reluctant to do so for any number of reasons, including looking stupid or offending the captain," said Howell, a former Marine Corps pilot. There has been no indication, from verbal calls or mechanical issues, that an emergency was ever declared by pilots. Most airlines would require all four pilots to be present for the landing, the time when something is most likely to go wrong, experienced pilots said. Investigators want to nail down exactly what all four pilots were doing at all times. On Tuesday, Hersman said that at the time of the crash, three pilots were in the cockpit, while the fourth was in the cabin. Hersman added it was not necessary for all four pilots to be in the cockpit during landing. Asiana President Yoon Young-doo arrived in San Francisco from South Korea on Tuesday morning, fighting his way through a pack of journalists outside customs. He said he will look at the efforts of airline employees to help injured passengers and their family members, visit with the NTSB and other organizations and try to meet injured passengers. Coroner Robert Foucrault told The San Francisco Chronicle on Tuesday that investigators told the parents of 16-year-old Ye Meng Yuan that she was the girl who may have been been struck and killed accidentally on the runway by a fire truck racing to the scene of the crashed plane. Ye's parents flew into San Francisco International Airport late Monday along with the parents of the other girl killed in Saturday's crash, Ye's close friend Wang Lin Jia, also 16. The police department's hit-and-run unit is investigating Ye's death. http://www.foxnews.com/us/2013/07/10/flight-attendants-ejected-from-plane-during-crash-say- ntsb/#ixzz2YdxNjuJV Back to Top A lame reason for not drug-testing Asiana pilots National Transportation Safety Board Chairwoman Deborah Hersman talks to the media Tuesday. By Karin Klein Opinion L.A. If a driver were involved in a crash locally and alcohol or drugs could have been an issue, police will usually have the driver tested. It wouldn't matter if he or she were a tourist from another country, or a visitor here to do some corporate business. Why, then, is it different for pilots of airliners that crash? This puzzling dichotomy was revealed Tuesday in a news conference about the Asiana Airlines crash in San Francisco. According to Deborah Hersman, chairwoman of the National Transportation Safety Board, federal rules call for key crew members involved in an accident to receive drug and alcohol testing. But the rules don't cover pilots flying with foreign licenses. Hersman didn't say why this is so, but it makes no sense. Not that anyone is making accusations against the three pilots in the cockpit or that anyone should; testing would just seem a normal, routine item to take care of. And if American pilots were involved in an accident overseas, they also should be tested by that country. It's all the odder when you consider that ground crews who rushed to the crash scene immediately after the accident did receive the testing; investigators had said injuries to one of the two who died were consistent with being hit by a vehicle, although it is not known if any such thing happened. So the drivers of any of those vehicles had to be tested. The results were negative. http://www.latimes.com/news/opinion/opinion-la/la-ol-asiana-airlines-drug-test-20130709,0,40181.story Back to Top Safety experts find pilots reluctant to abort landings Airline pilots occasionally must decide whether to abort a landing because the approach isn't quite right, as with Asiana Airlines Flight 214, and safety experts are studying the industry reluctance to circle an airport and try again. In the Asiana crash, the pilot's decision seconds before impact to try a "go-around" came too late and the plane crashed Saturday at San Francisco International Airport, killing two passengers and injuring more than 160. More often, a mistake in the landing means a "runway excursion" where the plane runs off the end or side of a runway with little or no injuries. But safety experts have found pilots reluctant to abandon landings, so they are studying whether there would be fewer accidents if they performed more go-arounds. "It's not that they're making the wrong decision necessarily, it's how they get led down that path," said Rudy Quevedo, director of global programs at the Flight Safety Foundation, which studies aviation accidents. "One of the biggest things that we see is that the pilots don't feel a threat -- they feel they can recover." The foundation reviewed 16 years of accidents worldwide and found that one-third involved runway excursions. In studying the biggest risks for excursions, the foundation surveyed 2,500 pilots worldwide and discovered that a plane approaching a landing in an "unstable" way occurs in 3.5% to 4% of all approaches, according to a report released in February. With more than 20,000 flights each day in the USA, the problems quickly add up. A stable approach means the plane is on the right path at the right height and speed, with the flaps and landing gear in the right positions. Unstable means one or more of those elements may be off. In the Asiana crash, investigators found the plane was going much slower than the 137 knots intended at landing; it was at 103 knots three seconds before impact. Crash investigators said the flight-data recorder found pilots began increasing the throttle eight seconds before impact and called for a go-around 1.5 seconds before impact. Major airlines have rules calling for pilots to perform go-arounds if their descents are unstable when they reach 500 feet above the ground on a clear day or 1,000 feet off the ground when pilots are flying with instruments. But the foundation discovered that pilots perform go-arounds in only about 3% of their unstable approaches. The studies are continuing, but the foundation found reasons for the reluctance include a pilot's pride in completing the job, reduced fuel at destinations and the lack of attention on unstable approaches when planes land safely. "It's not a pilot problem and it's not a management problem -- it's really an industry problem," Quevedo said. "We need to understand why." John Cox, a former commercial pilot and president of Safety Operating Systems consulting firm, said more study is needed. "My speculation is that using experience, (pilots) recognize that they're not very far out and they'll be within the stable criteria within a few seconds," Cox said. "It is very much worth a deeper look." One aspect of the studies is whether a dramatic increase in the number of go-arounds would improve safety. "What could be the risk?" Quevedo asked. "Could we make something worse, in effect, or would it be better?" Earlier this month, the National Transportation Safety Board urged the Federal Aviation Administration to change its rules so that planes aren't placed on collision courses when one plane is performing a go-around and another plane is either taking off or landing on another runway. The NTSB noticed five incidents in recent years - including three in Las Vegas - where planes got too close together when one performed a go-around and another plane was either taking off or landing on another runway. Nobody was injured in the incidents and in several cases the pilots didn't even see each other. The FAA said in a statement that the agency "thoroughly investigated the incidents and took aggressive steps to address the causes," and that the agency would respond formally to the NTSB. The Asiana crash is expected to focus more attention on go-arounds. "I think this Asiana accident potentially has the possibility of being one of those catalysts for increased training on go-around and accepting a go-around at an even earlier time," Cox said. http://www.usatoday.com/story/news/nation/2013/07/09/asiana-crash-safety-landings/2501415/ Back to Top Pilot in charge of Asiana flight was on his first trip as an instructor: NTSB The pilot who was in charge of the flight that crashed at the San Francisco airport was making his first trip as an instructor, overseeing a pilot who was still in training on the Boeing 777 and at the controls, investigators said Tuesday. The disclosure came after the National Transportation Safety Board interviewed three of the four pilots who were on Asiana Airlines Flight 214 during Sunday's accident, which killed two teenagers. The fourth, who was in the cabin at the time, was being interviewed Tuesday. It was also revealed that two flight attendants were ejected from the rear of the plane, but survived, National Transportation Safety Board chairwoman Deborah Hersman said at a Tuesday evening briefing. There were four pilots on board Flight 214 because it was a trip of more than 10 hours across the Pacific Ocean from Seoul, South Korea. The pilot at the controls, identified by the airline as Lee Kang-kuk, was still in training on the Boeing 777. He had had 43 hours of flying time in the aircraft, but officials have said he was landing a Triple 7 at San Francisco International for the first time. He was working with a "training captain" who had logged 3,000 hours on the 777 - but who Hersman said was making his first trip as an instructor. "This was the first time he and the flying pilot had flown together," Hersman said. She also said that the pilots told investigators they were relying on automated cockpit equipment to control their speed during final approach, which prompts questions about whether a mistake was made in programming the "autothrottle" or if the equipment malfunctioned. The NTSB has not identified human error, mechanical failure or another problem as the cause of the accident, but the three pilots in the cockpit told the NTSB they realized they were coming in too low when they were at 500 feet. They said they tried to correct it as they lost altitude but could not stop the jetliner's landing gear from clipping the seawall on the way to the runway. "After the impact, the aircraft ballooned, it yawed left and went into a 360-degree spin," Hersman said. Drug and alcohol tests were not given to the pilots after the crash, but only U.S. pilots are required to take them after incidents at American airports, Hersman said. In a press conference Deborah Hersman of the NTSB details the events from inside the cockpit according to the flight crew during the crash landing of Asiana flight 214. Details of what happened next illustrated the power and horror of the crash: *Two flight attendants were ejected from tail-less plane at impact and were found off to the side of the runway. They survived but suffered injuries, Hersman said. *At least one evacuation slide deployed inside the cabin, trapping another flight attendant, she confirmed. *An oil tank ruptured and leaked fuel onto the hot No. 2 engine, sparking the fire that left the jet a charred hulk. Hersman said she walked from the seawall to the plane on Tuesday, following a trail of wreckage that revealed the landing gear struck the seawall before the tail smacked down and was ripped off. Sections of cabin, aircraft parts, galley materials, newspapers, magazines and flooring were found in the debris field. Two Chinese teenagers on their way to summer camp in the United States were killed - one perhaps run over by a fire engine racing to the scene - and 180 people were injured, with 25 remaining in area hospitals Tuesday, six in critical condition. Remarkably, scores of people walked away unhurt. The plane came in far too slow - 119 mph just before it crash-landed, about 40 mph slower than touchdown speed. Four seconds before impact, the cockpit was warned of a possible stall by a mechanism that rattles the controls in the pilot's hand. The airline's chief executive, Yoon Young-doo, said earlier Tuesday that the pilots had adequate qualifications, but he said the airline would nonetheless "beef up" its simulation training. Yoon planned to fly to San Francisco on Tuesday on the same Flight 214. http://usnews.nbcnews.com/_news/2013/07/09/19377662-pilot-in-charge-of-asiana-flight-was-on-his-first- trip-as-an-instructor-ntsb?lite Back to Top Helicopter crashes on Colombia oil flight; 5 die BOGOTA, Colombia (AP) - Colombian officials say a helicopter has crashed while on a flight to repair an oil pipeline and five people aboard have died. Emergency agency director Carlos Ivan Marquez says the chopper went down Tuesday morning in the area of Teorama in northeastern Colombia. Army Gen. Marco Tamayo said three crewmembers and two petroleum technical workers died in the crash. He says soldiers have gone to the scene of the crash, which apparently occurred when the helicopter hit electrical cables. The general discounted any possibility that it might have been downed by rebels. ************* Date: 09-JUL-2013 Time: 09:00 a.m. Type: MBB/Kawasaki BK 117A-4 Operator: Petronorte Registration: HK-4866 C/n / msn: 7125 Fatalities: Fatalities: 5 / Occupants: 5 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: near the town of Ocaņa in the Norte de Santander department - Colombia Phase: En route Nature: Private Departure airport: Destination airport: Narrative: The helicopter was on its way to make reparations to the Caņo Limon oil pipeline that had been damaged in a FARC attack only days ago. All five occupants were killed in the accident. www.aviation-safety.net Back to Top 2013 Aviation Human Factors and SMS Seminar - Dallas, July 23-24, 2013 Just under a month until the 2013 Aviation Human Factors and SMS Seminar in Dallas, July 23-24 at the Frontiers of Flight Museum, from 8-5 each day. The seminar fee is $100. Please RSVP if you plan to attend. We have a great speaker lineup, entertaining venue and a chance to share best practices with your fellow professionals. FMI: http://www.signalcharlie.net/Seminar+2013 Registration: http://www.signalcharlie.net/Seminar+Registration+2013 Kent B. Lewis (850) 449-4841 www.signalcharlie.net Back to Top Back to Top Aviation safety: Commission updates the European safety list of banned airlines Reference: IP/13/662 Event Date: 10/07/2013 European Commission Press release Brussels, 10 July 2013 Aviation safety: Commission updates the European safety list of banned airlines The European Commission has updated today for the 21st time the European list of airlines subject to an operating ban or operational restrictions within the European Union, better known as "the EU air safety list". Following improvements in the safety situation in the Philippines, Philippine Airlines is the first airline from this country allowed back into European skies since 2010. The same is true for the Venezuelan airline Conviasa, which was banned in 2012. Progress was also noted in Libya but the Libyan authorities agreed that Libyan airlines would not be allowed to operate in Europe until they are fully recertified to the satisfaction of the European Union. Siim Kallas, Commission Vice-President responsible for transport, said: "The EU air safety list was created for the protection of European skies and citizens, but it can also serve as a wake-up call to countries and airlines in need to get their safety house back in order. Today we confirmed our willingness to remove countries and airlines from the list if they show real commitment and capacity to implement international safety standards in a sustainable manner. Beside Philippines, Venezuela and Mauritania, good signs of progress are also coming from a number of other African countries." The new list replaces and updates the previous one, adopted in December 2012, and can be consulted on the Commission's website1. Taking into account the improved safety oversight provided by the competent authorities of the Philippines, and the ability of the air carrier Philippine Airlines to ensure effective compliance with relevant aviation safety regulations, and following an on-site safety assessment visit last June, it was decided to lift the ban affecting this carrier registered in the Philippines. For all other carriers registered in the Philippines the ban remains. Conviasa, registered in Venezuela, was also removed from the EU air safety list, following the successful resolution of the serious safety deficiencies which led to its ban from EU skies in April 2012. These improvements were proved during consultations with the Commission and the EU's Agency for aviation safety (EASA), and through recent audits performed by Spain and by the International Civil Aviation Organization (ICAO) in Venezuela. In December 2012 Mauritania became the first country to be fully removed from the EU air safety list, where it was added in 2010. The improvements that led to this decision were verified during an on-site safety assessment visit conducted by the Commission in April 2013. Consultations were held with the civil aviation authorities of Libya. Progress was noted by the Committee, but the Libyan civil aviation authorities agreed to maintain the voluntary restrictions applicable to all airlines licensed in Libya. This voluntary restriction excludes Libyan airlines from flying into the EU until when they will be fully recertified in accordance with international safety standards. The on-going implementation of these measures will remain under close monitoring by the Commission and the EU Air Safety Committee. The Commission also praised the good progress in Sudan as well as in Mozambique. The Commission recognised the efforts of the safety oversight authorities of the Democratic Republic of Congo, Indonesia, Kazakhstan, Libya, Mauritania, Mozambique, Philippines, Russia and Sudan to reform their civil aviation system and to improve safety, in order to eventually become able to guarantee the effective application of international safety standards. The Commission continues to actively provide support and assistance for these reforms in cooperation with ICAO, EU Member States and EASA. Further updates to the EU air safety list were due to the removal of some airlines that ceased to exist and the addition of new ones recently created in a number of banned countries: the Democratic Republic of Congo, Indonesia, Kyrgyzstan, Mozambique, Sudan and the Philippines. Finally, Annex B of the EU air safety list (which contains carriers allowed to operate in the EU but under strict limitations and conditions) was amended in order to reflect the renewal of the fleet of Air Madagascar (permitted to use an additional aircraft) and of Air Astana from Kazakhstan (the old Fokker aircraft not anymore in use were deleted from the Annex). Today's Commission decision was based on the unanimous opinion of the EU Air Safety Committee in which safety experts from each of the 28 Member States participate, as well as from Norway, Iceland, Switzerland, and EASA. Background information The updated EU air safety list includes all airlines certified in 20 States, for a total of 278 airlines fully banned from EU skies: Afghanistan, Angola, Benin, Republic of Congo, the Democratic Republic of Congo, Djibouti, Equatorial Guinea, Eritrea, Gabon (with the exception of 3 airlines which operate under restrictions and conditions), Indonesia (with the exception of 5 airlines), Kazakhstan (with the exception of one airline which operates under restrictions and conditions), Kyrgyzstan, Liberia, Mozambique, Philippines (with the exception of one airline), Sierra Leone, Sao Tome and Principe, Sudan, Swaziland and Zambia. The list also includes 2 individual airlines: Blue Wing Airlines from Surinam and Meridian Airways from Ghana, for a grand total of 280 airlines. Additionally, the list includes 10 airlines subject to operational restrictions and thus allowed to operate into the EU under strict conditions: Air Astana from Kazakhstan, Afrijet, Gabon Airlines, and SN2AG from Gabon, Air Koryo from the Democratic People Republic of Korea, Airlift International from Ghana, Air Service Comores from the Comores, Iran Air from Iran, TAAG Angolan Airlines from Angola and Air Madagascar from Madagasca. http://ec.europa.eu/transport/modes/air/safety/air-ban/index_en.htm Back to Top South Korea begins inspecting 8 airlines, looks at training (CNN) -- South Korea has started a sweeping inspection of eight airlines and may reconsider its rules about training flights, its aviation authority said. The move follows the weekend crash in San Francisco involving one of South Korea's two largest carriers. "Because the plane that crashed was an Asiana Airlines aircraft, there is a special inspection on eight Korean airlines," said Choi Jeong-ho, head of South Korea's Aviation Policy Bureau. He did not detail what officials are looking for. "After the inspection, we will go through various specialists' reviews and come up with a comprehensive measure with regards to air safety," he said. "In that process, we will also discuss rules regarding training flights, if needed. However, this does not imply that we see a problem with our current rules" about training flights. The training of the pilot who tried to land Asiana Airlines Flight 214 has come under great scrutiny. That pilot is a veteran with nearly 10,000 hours of experience, but he was in his company's training phase to fly a Boeing 777, said Deborah Hersman, head of the U.S. National Transportation Safety Board. He was also sitting next to a man who was serving as a pilot instructor for the first time. Hersman said the "flying pilot" had flown 10 legs and had about 35 hours of air time with the 777, which put him about halfway through Asiana's training requirement of 20 legs and 60 flight hours when the plane went down. Choi said to his knowledge, South Korea's standards for training flights "are in line with global standards." http://www.cnn.com/2013/07/10/us/asiana-airlines-crash/index.html Back to Top United Dreamliner London-Houston flight canceled HOUSTON (AP) - A United Airlines Boeing 787 flight from London to Houston has been canceled because of apparent trouble with an indicator device. United spokeswoman Mary Clark says Flight 125 on Tuesday from Heathrow Airport to George Bush Intercontinental Airport was canceled due to problems with a message indicator. Further details weren't immediately released. United officials say the 211 passengers on the jet, which Boeing calls the Dreamliner, would being scheduled out on other flights Wednesday. A United Boeing 787 bound from London to Houston on June 20 - also listed as Flight 125 - diverted to Newark, N.J., because of a low engine oil indicator. The Dreamliner faces more scrutiny than normal because it was grounded for three months earlier this year amid concerns about overheating lithium-ion batteries. Curt Lewis