I never brought this up to convince you critics of anything. It was an outrage. I am way over it. they'll do an ASAP and go on. I'm sure they willl never do that again. so yes, we have all learned. No one's name or carrier name has been denigrated..but the parties involved know who they are....it was serious and scared the $hit out of the pax in the back.. i am suprised some of them didn't demand to be taken back to the gate.
someone had to challenge them on it, otherwise they may never have learned from it (the purpose of the ASAP program) and said,"boy, we got by on that one" don't ever tell a soul" but there are souls somewhere saying (like those on comair and colgan3407) thank goodness he did...you talk about pro standards, guess what, show me a crew who will volunteer to go before their own, (yeah right) on this issue or similar.
over and out...
I'm going to address this like it's true, even though I'm still not convinced this isn't flame bait...
Isn't it possible they would have learned from it without being "challenged?" Many, if not most pilots are their own biggest critics. I suspect they were already beating themselves up over the incident before you jumped in to save the day.
I don't know if you meant to do it but you have exposed this crew to disciplinary action by contracting the FAA. ASAP isn't a "get out of jail" card. It serves a purpose but if it's not a "sole source" report, the company and/or the FAA could choose to take additional action outside of remedial training. Whether or not that happens is completely at the discretion of the FAA inspector or company DO.
You continue to compare this incident to the Comair and Colgan accidents. In those accidents the pilots made unrecoverable mistakes that endangered and ultimately ended the lives of every passenger. Forgetting to start an engine is embarrassing, but would require additional action to put anyone's life in danger.
Frankly, the ERJ is an ergonomic nightmare which set's pilots up to forget to start the engine. I submit that it's nearly as easy to forget to shut off the taxi light when stopped as it is to forget to start an engine.
1. The thrust levers don't lock out when an engine is off.
2. There are 21 switches that look and feel exactly like the engine start switches (though the engine switches are guarded). This tells me that Embraer doesn't think the engine start switches are as important as the heading bug and altitude pre-select knob which look and feel different.
3. The engines are mounted close together on the tail, so there isn't a lot of differential steering needed with one engine running until a lot of thrust is applied.
4. The takeoff config warning does not check that both engines are running.
5. I've never flown the ERJ, but if it's anything like the E170 there is no CAS information that would indicate an engine is not running. Good technique tells you to check the engine instruments, but the checklist (ours anyway) directs you to check the EICAS.
This was a small mistake and nothing more, certainly not something to (literally) alert the media over.
