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While I agree with most of your thoughts, I disagree with your sterile cockpit assumption. Sterile cockpit doesn't just mean you don't talk at all unless its checklist related. It means you talk about anything that deals with the flight.
I think the distraction for them was the Ice that had built up. Remember the old saying, "As workload increases, Capacity decreases."
So is that wrong to discuss the ice on the plane? You can have a sterile cockpit and have both pilots fixated on the samething.
None of us are sure what happened, but listening to ATC Tapes and the FO's quick read backs (sometimes she didn't even read back the total clearences, only call sign) to me seems there was a bunch of work going on in the cockpit.
They are 121 AIRLINE PILOTS. act like it and fly like it. period.
As far as turning off the auto throttles, I have no problem with that. You are required to maintain proficiency in all levels of automation. There is only one way to do that. Whats next? Can't disengage the auto pilot because it increases the work load?
But yeah, you have to watch it more carefully. I guess my CRJ is completely unsafe because it has no auto throttles.
Not sure if it has been talked about in other threads but what about recommendations of shadowing the controls even with AP on at low / approach altitudes. Personally I believe that the flying pilot must have the hands on the controls from 5,000 AFE down. There are many reasons for this. It can also be a way for a distracted pilot to get clues that something is going on with the plane that is out of the norm. Controls that start bucking or moving further than usual might cue you in to "hey pay attention to me!"
Not sure at all if that played into this accident but it is something I am concerned about as I fly and ride in jumpseats. I believe a lot of pilots have too much faith in the AP at low altitude. Just my opinion.
They are 121 AIRLINE PILOTS.
....albeit lowest-bidder ones!