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Korean airlines black box



Uploaded by: karidean25
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A black box reprodution from korean airlines crash in Guam


Tags for this video: airline black blackbox box crash flight guam korean

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Me guessing here, ... ( 5 months ago by EdgemanLL2)
Me guessing here, but sounds like they originally set the DH as 1440 feet, because the GS conditions "is not good." Then for some reason reduced it. But when the GWPS warned "500 feet" 3:21 that really should have been a big, red flag to the crew to go around--since they could not see the airport yet.
To deepwiff . ILS ... ( 5 months ago by themightyjfox)
To deepwiff . ILS means Instrument Landing System . All this Consits of is two radios that calibrated to tell the planes instruments where it is in relation to the runway . One radio gives the Localiser Signal ( ie the centre of the runway ) and the other the Glideslope signal ( Tells the aircraft what altitude it is at in relation to the runway and the correct angle to approach the runway at ) Now the Guam glideslope was under repair but the Localiser was still working perfect . Read
The pilots where ... ( 5 months ago by themightyjfox)
The pilots where still able to fly the ILS with the Localiser so long as the follwed the approach chart they should have been ok . Now heres the twist the Glideslope was under repair but was still transmitting a signal . The pilots were told the glideslope was un usable but when the flight instruments showed a Glideslope the Captain decided that it was ok to use the Glideslope . In short it was Human error that caused the crash .
It does make sense, ... ( 5 months ago by PilotSchatz)
It does make sense, since SOME obstructions are depicted in charts but MUST not be used for terrain clearance object, it's only for reference. The IAP (Instrument Approach Procedures) have minimum IFR altitudes for obstacle clearance and in this case it was a MDA(Minimum Descent Altitude) since the approach was not a precision one (because the G/S was out it was only a LOC app). If it had been a precision approach it would have been DH (Decision Height. Regards
okay 3:21 warning, ... ( 5 months ago by deepwhiff)
okay 3:21 warning, I see that, then the impact is at roughly 3:50. I didn't see the speed it was travelling, but is 29 seconds enough time to correct the current flight path upon hearing "terrain" warning from the GWPS? And (in relation to plane crashes) so many pilots seem to disregard the GWPS prior to impact? I've read transcripts and listened to several CVR and ATC recordings on the NTSB website, one thing lots of crashes have in common, the GWPS is chiming and pilot/crew don't respond.
thanks for sharing. ... ( 5 months ago by deepwhiff)
thanks for sharing...
they failed to ... ( 5 months ago by alaskanpilotsdotcom)
they failed to acknowledge when approach controll told them the glideslope was not working. pilots fault. normally an ILS being worked on will show no information, but the maintenance on the ground can keep the localizer portion working if they want, and if its working properly. If the pilots had the ILS approach plate up they would not be looking for step down fixes, but should still have been able to realize that their altitude at that point was incorrect. wich they did, but just too late.
Why would the plane ... ( 5 months ago by ToEntertainYou)
Why would the plane be sent to maintenence? It is the airport's glideslope/localizer out of service, nothing is wrong with the airplane.
what the fuck, they ... ( 4 months ago by deraffe2)
what the fuck, they decide a go around after more than 10 seconds after minimum? is that supposed to be like that?
Thats why they call ... ( 4 months ago by EdgemanLL2)
Thats why they call it "Pilot error."
Looks like they ... ( 4 months ago by mg4927b)
Looks like they forgot what their minimums were for that approach and if the glideslope was out they should have noticed it and used minimums for localizer only without glideslope minimums...
he should have ... ( 3 months ago by p51pilot28)
he should have cleared him for the localizer then, not the ILS, since glide slope inop.
One of the Pilots ... ( 3 months ago by 99draiwil)
One of the Pilots says "Glide slope is incorrect" ! Had they thought that the Glideslope WAS inop and just transmitting a phoney signal.
what happened to ... ( 2 months ago by fallenangel4gt)
what happened to the "fly by the seat of your pants" technique...I am not a pilot...but it seems to me that these pilots (and control tower were relying to much on technology that often fails!!!they should have realized this, and taken over by instinct, and rely on their piloting expertise (if any) instead of instrumentation that was not reliable at the time!
they should have ... ( 2 months ago by yscb1)
they should have some kind of instrument where it mesuers the distance to the ground instead of just the sea
thats easier said ... ( 2 months ago by lotusblack80)
thats easier said than done...navy fighter pilots hav to trust their flight instruments with their life when they are landing on a carrier...they are taught extreme discipline because their eyes deceive them and so does their natural instincts to pull up or down either they are flying way too high or too low.
The ground ... ( 2 months ago by ltdris)
The ground proximity warning system (GPWS) does just that. Problem is the aircraft was in landing configuration and expecting to get closer to the ground.
I think they do. ... ( 2 months ago by EdgemanLL2)
I think they do. Radar Altimiter (radalt). In fact, if I remember correctly, the CVR picked up the calls from the system.
regardless. the ... ( 2 months ago by EdgemanLL2)
regardless. the glide slope was inop. The crew was advised.
And based on the conversations captured on the CVR, there is no question they heard the controller tell them glide slope was inop. It would be one thing if the controller never told them, and they never knew the GS was inop. Then the cofusion from being cleared ILS v localizer is relevent. But
the CVR confirms it. There was no confusion. They were told, and understood, that GS was inop.
ok, well then they ... ( 2 months ago by p51pilot28)
ok, well then they should still have flown the localizer approach. the glide slope, when operative, is supposed to provide a stabilized approach and ALSO help with terrain avoidance. since the glide slope is inop, and they continued to fly it, they impacted terrain. i speculate that had they flown the localizer approach, and had the tower cleared them for the LOCALIZER approach, the altitudes would have kept them from impacting high terrain on final approach. just a thought
You would have had ... ( 2 months ago by EdgemanLL2)
You would have had the same problem.
The verbiage may be different, but beaing cleared for (paraphrased) "ILS approach, but be advised the GS is inop" means exactly the same thing as a localizer apporach. In fact, the former is better. being TOLD the GS is unusable is better than simply being cleared to the localizer, and NOT tellin
g the crew the GS information wrong.
you make a good ... ( 2 months ago by p51pilot28)
you make a good point, but in the end, we dont really know exactly what was going through the crews head. obviously there was some sort of confusion in the cockpit, and people are dead. the outcome is the same.
Crew had a long day ... ( 2 months ago by EdgemanLL2)
Crew had a long day--total guess but maybe the captain (PF) was in a hurray to get down and didnt like the prospect of a go-around. So he put it off until it was too late.
report missed ... ( 2 weeks ago by imnazhole)
report missed approach.



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