In good weather, some airlines allow their crews to carry less or no diversion fuel at all, or for this fuel to be consumed in flight if needed, providing the probability of landing at the destination is very high. Factors such as landing at a familiar airport or crew fatigue can sometimes contribute to pilots continuing to land in unsuitable situations.Īnother factor that can influence a pilot’s decision-making is the amount of fuel remaining. Even if the action of flying a missed approach is a byproduct of another rehearsed maneuver.ĭespite this regular training, there is still an uncomfortable number of approaches continuing to a landing, when a go-around would have been a safer option.
Korean air flight 801 flight voice recordee simulator#
Go-arounds are rarely flown in practice, but they almost always appear at some point in recurrent simulator training. Photo by Nguyen Hung on Practice Makes Perfect In more volatile conditions, such winds can make it nearly impossible to keep the airspeed within the limits of what is permitted. Pilots must adhere to strict airspeed tolerances during final approach. These clouds can pose a great threat to aircraft because they are associated with the formation of thunder and lightning.įurthermore, they are frequently located close to areas with heavy rain and gusty and unpredictable winds.
Weather reports on the day of the accident paint a stormy picture, with cumulonimbus clouds, reported being near CEB at the time. Thus, the crew successfully flew two missed approaches and was clearly not afraid to go around when it was previously needed. On reflection, it’s perhaps not such a strange concept after all and this is what is termed as a balked landing.Īccording to flight tracking data, the KE crew attempted two go-arounds before the third approach, which led to the accident. On the other hand, consider whether it is a choice between climbing away from the runway or landing at the incorrect speed and/or position. You could be forgiven for thinking that taking off after the landing gear has already touched down on the runway is unusual. This alternative maneuver is still available in many aircraft until the reverse thrust is selected after touchdown. It is also known as a missed approach or an overshoot. Prior to landing, pilots can always fly a go-around, which is when an approach is discontinued and a climb is performed away from the runway. My recent feature on how pilots calculate landing performance, mentioned how the industry has been working hard in recent years to emphasize the importance of prior planning rather than simply relying on ‘this usually works at this airport.’ Given that the maneuver of landing an aircraft is still performed manually, with the exception of extremely poor visibility, human vulnerability continues to be challenged. Runway excursions continue to be a significant threat to the industry. Photo: Alberto Cucini/Airways Runway Overruns In addition to these recorders located near the tail of the aircraft, multiple channels of engine and system data are frequently streamed to airlines and engine manufacturers.Ĭombining all of this data will allow accident investigators to build a clear picture of the most dominant factors that contributed to the accident. In contrast, the data recorder provides a highly detailed replay of a wide range of aircraft parameters. The cockpit voice recorder records what the crew was thinking and planning at the time.
Once investigators have sifted through the various streams of data recorded by the aircraft, vital clues should be revealed. One common analogy that aviators often refer to is linked to the holes within many layers of cheese all lining up at the same time. DALLAS – Photos of the marooned Korean Air (KE) Airbus A330 following the recent runway overrun in Cebu (CEB) beg the obvious question, “What went so wrong?”Īccidents are rarely the result of a single cause, and there are frequently multiple links in the chain of events that all conspire to produce the unfortunate event.
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