Why would captain allow his aircraft to do this

Why would captain allow his aircraft to do this?
Buffalo crash flight 3407 they it's crew error (not ntsb official) they say the plane was almost at stall and stick shacker was active and the pilot put the nose up instead of adding more power. Why would a captain do this?
Aircraft - 6 Answers
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1 :
because he didnt correctly do his calculations right ie: speed, icing on wings, and pitch. He miss calculated the velocity and weight of aircraft and basically dropped out of the sky.
2 :
Assuming that it really was crew error, sometimes pilots make mistakes. It's one thing to follow the correct procedure in the simulator or on paper; it's another to actually follow it in real life. And while procedures in isolation are easy to understand, in real-world situations where the exact problem isn't fully understood, or when multiple problems arise simultaneously, it's a lot easier to make a mistake. Most pilots don't make mistakes most of the time, but sometimes a pilot does make a mistake. Most car drivers don't make mistakes most of the time, but sometimes a driver makes a mistake. Same principle. In the case under discussion, there are situations in which you pull on the yoke, and others in which you push on the yoke. The different situations can resemble each other a great deal. In the heat of the moment, it's possible to forget or misinterpret what is happening and make the wrong correction in consequence. For example, in a normal wing stall, you push the yoke forward and lower the nose. In a stall caused by tailplane icing, though, you pull the yoke back and raise the nose. The symptoms of both are quite similar, so identifying the type of stall can be difficult in certain situations, and taking the wrong action has such disastrous consequences so quickly that there may not be time to correct.
3 :
If I were to make a guess, the crew probably thought it was tailplane icing. Except for adding power, which they shoud have done but they were on autopilot and couldn't react quickly enough, the stall recovery technique for a tail stall is exactly opposite the recovery technique for a main wing stall. There has been a lot of emphasis on tailplane icing in recent years and everyone gets it in initial and recurrent training, at the airlines and at training centers like Simuflight and Flight Safety International. Check these links. This is may have been what was in their minds: http://video.google.com/videoplay?docid=2238323060735779946 http://www.grc.nasa.gov/WWW/K-12/IRT/TIPDeBrief/sld001.htm
4 :
OK here is the scoop. He did not pull up. The autopilot was on, the aircraft leveled out on the approach and power was not added as it should have been. As the aircraft slowed the autopilot trimmed the nose up to maintain altitude. By the time the autopilot was disconnected the aircraft was full nose up trim. When they realized how slow they were, the crew added full power, because of the excess trim, this caused the nose to rise up sharply and the aircraft stalled. It is known as an elevator trim stall. It had nothing to do with icing.
5 :
usflyers, check your facts. You are incorrect. The flight data recorder indicated a ~25 lb force on the yoke pulling the nose up. Not something that trim would do. We may never know why the nose was pulled up rather than pushing it down. The tailplane icing misconception is one possibility. At any rate, the amount of time between the initial upset and the full stall situation was a matter of a couple of seconds. Even if it was recognized relatively early, that's not much time to interpret the correct situation and react. The bigger question is why did the crew (and yes, I mean the crew, both pilots are responsible for this sort of thing) let the plane get that slow? Clearly they were distracted by something. While I'm sure the few that get to hear the cockpit voice recorder have a pretty good idea what this distraction was, the public probably will never know exactly, at least not for several years. The flying pilot ( the captain in this case ) called for flaps and gear shortly before the stick shaker activated. Any configuration change would necessitate a look at the air speed indicator to ensure that the aircraft was not going too fast to deploy the flaps, or to extend the gear. The non-flying pilot should verify the speed is below the limits before moving the flap lever or gear lever. Why did neither pilot notice the slow or at least decreasing airspeed during these configuration changes? Again, right now only a few people have any idea why this was not noticed. I am willing to bet that fatigue is a major contributing factor to this accident. Fatigue doesn't only include being tired, it can include bored, indifferent, or otherwise not mentally engaged due to excess stress, work, or emotion, or lack of sleep, food, or any other basic human need. Sometimes the company contributes to fatigue. Sometimes personal life contributes. Sometimes peer pressures contribute. There are countless other contributors. They may act alone, or in combination with one another. We will no doubt learn a lot from this accident. Airline travel benefits from the fact that every time an accident happens, the rest of us study it and learn from it, in order to do what we can to prevent it from happening again. Accidents will happen. All we can do is learn from them.
6 :
The stickshaker activated and pointed the aircraft downwards at 45 degrees. The aircraft was only around 900 feet, so the captain decided (fatally) to maintain altitude by pulling the nose up. In icy fog conditions, you wouldnt want to be facing 45 degrees nose-down either if you couldnt see 100 ft infront of you...in my opinion, the captain's human instincts caused him to raise the nose and aggravate the impeding stall.