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УДК 656.052.13
Islamov D. senior lecturer "Air navigation Systems" Department "Aerospace technology" Faculty Tashkent State Technical University named after Islam Karimov, Tashkent, Uzbekistan WHY PILOTS TRY TO DIVE BELOW THE GLIDE PATH?
This is a violation of course, but they are diving for different intentions:
- in the low visibility conditions, they want to see the land or the lights earlier;
- when a runway is short, they want to be touched earlier, saving runway length to stop;
- some want without pre-leveling, gently land at a small vertical speed (lapping the aircraft).
Keywords: visibility, runway, lapping, flight safety.
Исламов Д. старший преподаватель кафедра «Аэронавигационные системы» факультет «Авиакосмические технологии» Ташкентский государственный технический университет имени Ислама Каримова Узбекистан, г. Ташкент
Это конечно нарушение, но подныривают по разным намерением:
-в СМУ хотят по раньше увидеть землю или полосу;
-когда короткая полоса, хотят по раньше коснутся да б успеть остановится;
-некоторые хотят без пред выравнивание, на маленьком вертикальном скорости мягко посадить(притирка).
Ключевые слова: видимость, взлетно-посадочная полоса, притирка, безопасность полета.
Such violations can be done by the pilots without understanding the anxiety outcome of such actions this, why I wrote this article about going under the glide path in order to make a good approach but examples said outcome may be fatal accidents. Writing this article, I believe a pilot could read and understand dangerous to look like going to dive below glideslope. Professionals continue on the glide path until visual contact established. It is safe on glide path to minimum descent altitude then descent below glide path to a lower altitude. There are several examples of accidents due to the approach they strike the ground before the runway. Below I gave examples of accidents, by reading these articles you might agree with my conclusions.
A Boeing 747-2B5B passenger jet, registered HL7445, was damaged beyond repair in a landing accident at Seoul-Gimpo (Kimpo) International Airport (SEL), South Korea. There were 198 passengers and crewmembers on board. The airplane operated on Korean Air Lines flight KE015 from Los Angeles (LAX) to Seoul
(SEL) with a refueling stop at Anchorage (ANC). There was a visibility of 1000m in patchy fog as flight KE015 approached Kimpo Airport's runway 14. The aircraft landed 90 metres short of the threshold and contacted a 45 deg embankment slope. The main landing gear was pushed backward and up causing a rupture in the bottom of the plane into the cargo compartment where struts were ruptured. The plane slid down the runway on its nose gear and belly. The wings were intact. No fuel tanks were ruptured. Fire erupted in the cargo compartment area from sparks and hydraulic fluid from the ruptured struts. There was no fuel fire. The plane quickly filled with smoke. The fire entered and impinged on the seats from floor grills. Fire gutted the fuselage quickly. Evacuation was fairly orderly. There were some injuries getting off the plane. The smoke got heavy fairly rapidly. Some survivors suffered smoke inhalation. Of the 18 crew and 208 passengers aboard, 6 crew and 9 passengers suffered fatal fire injuries. Four passengers were seriously injured. Cause: While the weather wasn't great, it wasn't below the capabilities of the airplane or crew. They apparently ducked under the glide path just short of landing, a classic novice instrument pilot mistake.
On 27 July 1989, a Korean Air DC-10 crashed while attempting to land in Tripoli, Libya. 75 of the 199 passengers and crew on board plus 4 persons on the ground were killed in the crash. The crash was the deadliest aviation disaster to occur in Libya at the time.
The aircraft involved was a McDonnell Douglas DC-10-30 (serial number 47887 and line number 125). It was built in 1973 and made its first flight on 17 September the same year. During the test period, the aircraft was registered N54634. The aircraft was powered by three General Electric CF6-50C2 turbofan engines. In 1974, the aircraft was sold to Air Siam, and it was registered in Thailand as HS-VGE on 25 November the same year. In 1977, the airliner was sold to Korean Air (which at the time was Korean Air Lines), and received the Korean registration HL7328 on 25 February 1977.[1] The aircraft had 49,025 flight hours and 11,440 take-off and landing cycles.[2]
Flight 803 was a scheduled International passenger service from Seoul, South Korea to Tripoli, Libya with intermediate stops in Bangkok, Thailand and Jeddah, Saudi Arabia. The captain was 54-year-old Kim Ho-jung. There were a total of 18 crew members and 181 passengers, mostly South Korean workers, who were returning to Libya for construction work after their home leave. The weather at the time of the crash consisted of heavy fog and visibility was between 100 and 800 feet.[3] Runway 27 was equipped with an ILS, but it was not functioning at the time of the accident. Nevertheless, in such circumstances, Kim decided to continue the approach. On approach to runway 27, the DC-10 dropped below the glide path, then at 7:05 (according to other data - 7:30), it crashed into two buildings, broke into three sections, and burst into flames.[4] The crash site was in an orchard 1.5 miles short of runway 27. 75 people (72 passengers and 3 crew members) died in the crash, in addition to four people on the ground.
Daewoo and Donga had multiple South Korean employees on board. [5]
There were 190 South Koreans, seven Libyans, and three Japanese
nationals.[6]
At the direction of the Libyan authorities, French specialists were invited to investigate the causes of the accident. The flight recorders were sent to France. American representatives, including the aircraft manufacturer, were not allowed into Libya at the time. [7]
After the crash Flight 803's pilot Kim Ho-jung was quoted as saying - "The airport was shrouded in dense fog and visibility was poor when I approached. I lost contact with the control tower for 15 minutes before the crash."[8] Libya's official news agency JANA reported that a Soviet airliner one hour before Flight 803 had rerouted to Malta rather than land in the fog.[9] Also the instrument landing system at Tripoli International Airport wasn't working at the time of the crash.[10]
A Libyan court found the pilot and co-pilot guilty of neglect in December 1990. They were given prison sentences of two years and eighteen months respectively. In the case of the co-pilot the sentence was suspended.[11]
The cause of the crash was determined to be pilot error in attempting a descent below decision height without the runway environment in sight.[12]
In conclusion, we can clearly say that follow recommendations are safer and pilots should figure out why such recommendations are given. It improves flight safety directly.
References:
1. "HL7328 Korean Air Lines McDonnell Douglas DC-10-30 - cn 47887 / ln 125". Planespotters.net. Retrieved 30 December 2016.
2. "Crash of a Douglas DC-10 in Tripoli: 81 killed". B3A Aircraft Accidents Archives. Archived from the original on 30 December 2016. Retrieved 30 December 2016.
3. Aircraft accident McDonnell Douglas DC-10-30 HL7328 Tripoli. Aviation-safety.net.
4. 75 Die in Libya in Korean DC-10 Crash. Nytimes.com.
5. "Korean air crash in Libya." Associated Press at The Prescott Courier. Thursday July 27, 1989. p. 2A. Available at Google News.
6. "The Victoria Advocate - Google News Archive Search". news.google.com. Retrieved 16 November 2018.
7. "Libyans bar DC-10 crash team". Flight International. 26 August 1989. p. 9. Retrieved 19 April 2014.
8. "Korean Jet Crashes In Libya, Killing 82." Associated Press at The Victoria Advocate. Friday July 28, 1989. pp. 1A and 12A. CITED: p. 12A, under the headline Crash. Available at Google News.
9. "Korean air crash in Libya." Associated Press at The Prescott Courier. Thursday July 27, 1989. p. 2A. Available at Google News.
10. "Tripoli's landing system not working." Associated Press at The Tuscaloosa News. Saturday July 29, 1989. p. 2. Available at Google News.
11. "Crash role gets pilot two years." Associated Press at The Bulletin (Bend, Oregon). December 21, 1990. p. A4. Available at Google News.
12.Korean Air Flight 803 at. Airdisaster.com (27 July 1989).
