I have been flying for Airlines for over 25 years now and have done lots of training, giving and receiving, and can tell you that just from listening to the CVR one can hear the ‘confusion’ brought on by Fatigue. Short questions followed by short answers usually indicate high fatigue coupled with uncertainty in their minds and high concentration because of that uncertainty. The location of the VOR for DME purposes and ‘GS out’ both made this ‘simple’ approach a very challenging one for this situation.
Exactly ! My first 2 comments as well. Confusion linked to fatigue is a killer. This tends to lead to taking an optimistic view of the situation like trusting the glideslope despite warnings it was inop.
Dude, much appreciate the detail, I am not even a pilot but a curious guy who worked for years in aircraft manufacturing. If all somebody says to me is the plane was too low on the approach and smacked into a mountain I learn nothing about aviation. You hit a mountain with an airplane they pick up the plane in trash sacks, I know that. I am too poor and in too rough of shape to actually be a pilot but I want to learn how its done and even more how its not done. Keep up your good work.
I'm not a pilot but I appreciate the technical detail here. Just found your channel and watched a few episodes, like your presentation style. Hope to see more.
You, Magnar from Fly with Magnar and Mentour Pilot all manage to add extra knowledge to the accidents you cover. I have seen this Korean Air 801 before, but noone mentioned the DME-equipment being offset from the runway. I love when I get more information than I had before. Thankyou for being awesome.
Excellent review and good insights!As an active long haul captain,I would like to comment on a couple aspects.The actual aircraft was a B747-300,with an old instrument display,that is not 14:10 so pilot friendly as an all glass cockpit.Second is the approach.Ils are very seldom flown with the glide slope out of service.It then turns the approach to a non precision procedure,with step down altitudes that have to be flown in vertical speed or fligh level change mode,constantly changing your set altitudes as you reach the Dme distances.Adding insult,the Vor\Dme was halfways,so distance decreases and then increases.If 14:10 you put jet lag and night flying,some bad weather and a Captain who would not listen,you get a fatality.As the aircraft was configured for landing,but not on a glide slope,the Gpws is very limited in abrupt terrain.And adding insult,spurious G/S signals sometimes simply appear with no flag indication.It wasn't an easy night,to say the least,and it required extra briefing.When you have to accomplish procedured that you don't normally execute,everybody has to stand to alert.But then again,low circadian rithms,tiredness...May they all rest in peace!After all,we are just tired humans trying to keep up with unforgiving machines and environments.Best regards and thanks for your hard work.I recommend you to all my tired colleagues!
Yup, I'm sure tiredness/fatigue played an important part (not being adequately alert) and the briefing was inadequate IMHO for a displaced VOR/DME. Also, the Captain (flying) was slow to accept calls to go around.
An old-fashioned ADF step down would've even been more effective in this case. Not that DME wouldn't work, just saying there are so many alternative approaches to an instrument approach. I imagine fatigue left them focused on get-there-itis and damn the GS. In the dark that's not a great mix. Step downs are kind of clumsy even for a small plane let alone a 747 but it would've worked. Assuming they had an ADF onboard, which back then I imagine they would've. Kind of need two beacons on the ground, no idea what's on Guam. Attention to the marker beacons should've made this a safe landing since they briefed for a localizer-only approach. So many options that weren't exercised.
I live on Guam & was 5 years old when this crash happened. My house was on the other side of the hill where this happened & you could still see the smoke & smell the fire & gasoline when the sun came up. I still remember going with my mom to run errands & every person that we saw that day talked about the crash. It was a very somber day indeed.
I remember this tragic crash so well. This crash happened on a hillside not far from where I lived. I did not know at the time that it happened. A few hrs. later, my husband, son and I were to board a flight to Honolulu. We did and while on the flight I heard about the crash from friends on board. My husband knew about the crash but did not tell me because he thought it would cause me to cancel our trip.
I liked that information about the Jepson plates because, while I had seen them before, no one had explained that part about where it tells you the minimum altitude at that location. That's really cool! Thank you!
I am not a pilot, but seems like a catalogue of very basic errors - but the tired pilot interpretation of the approach chart looks like the main cause - which is astounding in this day and age. Also, they had warnings of being too close to the ground, but ignored them - which again is astounding!!!
I found this incident quite interesting for the reasons you mentioned. It was a very experienced crew that through a series of errors (some known to them and some not) led to an avoidable disaster.
I’m from Guam and was 14 when this happened. We went near the site a day after it happened and you could still see smoke coming out from the wreckage. That is one day I will never forget
What about pilot fatigue? I got the impression that especially the captain was very tired and seemed unfocused at times. What an unfortunate accident and one that was so close to not happening at all since they were almost in the clear.
Another great video! Thanks for explaining and simplifying things for those of us who don’t know what, for example, the briefing plate is/how it works and other little things. It really allows us a greater understanding of what’s going on :-)
I always call this “Captain Park and the glide slope demon”.The glideslope kept announcing that it was on when it wasn’t. What caused that? They followed it right into the ground.
This actually is very normal and happens on 80%+ of all approaches that have the GS out. The reason is that the phrase ‘GS out’ does not necessarily mean that it is turned off but rater that tests have shown that it is not reliable and MUST NOT be used. It is important in Aviation that if something is labeled ‘Out of Service’ that it is not used yet you see many Pilots try things anyway and stating “it’s working” which is the wrong thing to do! Good training and adherence to Procedures is essential when flying.
From the accident's Wikipedia page: "The glideslope instrument landing system (ILS) for runway 6L was out of service, but Captain Park mistakenly believed it was in service, and at 1:35 am, he managed to pick up a signal that was later identified to be from an irrelevant electronic device on the ground. The first officer and flight engineer noticed that the aircraft was descending very steeply, and remarked several times that the airport "is not in sight". Despite protests from flight engineer Nam that the detected signal was not the glide-slope indicator, Park continued the approach, and at 1:42 am, the aircraft crashed into Bijia Peak just short of the NIMITZ VOR navigation beacon about 3 nmi (3.5 mi; 5.6 km) short of the runway, at an altitude of 660 ft (200 m)."
Even in the best weather, you can't see much that isn't lighted on a moonless night. As a private pilot, I have always found it terrifying to fly through the night sky at 150 mph not being able to see everything that might be out there in front of me.
my mother and i work at an airport and i always feel nervous for the people flying the later nightly flights. i’ll say a silent prayer for them as they ascend off the runway
Thanks so much for the video! I would personally love to hear what the aviation industry learned from the accident and what consequences were drawn from this. But other than that, very thorough and interesting!
Man, as soon as you mentioned how the beacon was miles from the runway, I saw where this was going. It’s still incredible that so many bad conditions (weather, having to deviate from the initial course, the crew being fatigued and tired, whatever was going on with the glide-slope) had to be met for this crash to happen. It really does seem like a case of everything that can go wrong did go wrong.
It's Swiss cheese model in safety when many layers are preached causing an accident, also more complicated model is the bow tie one, many wrong things going at the same us a prerequisite for accidents
Better explanation of the crash , rather than other channels where you can't understand how they explain things, reading what they are saying on screen and or listening to the flight recorder.
Tip for the segment where the approach plate is explained: a static background provides for a better viewing experience, as focussing on a detailed image while the camera viewpoint in the back is swaying across a space may cause vestibular related adverse effects. Thanks!
Safe skies, that's why the flight deck crews and cabin crews need rigorous training and they must be mentally stable all the time. Safe travels and safe skies to all.
Malcolm Gladwell's chapter 7 from his book Outliers brought me here. It proposed the idea that cultural norms and values can prohibit the effectiveness of pilots in the cockpit. This might explain why cockpit warning signals were not adhered to and appropriate action taken in this tragedy. This cultural dynamic has since been addressed, leading to a vastly improved safety record for Korean Airlines.
Cultural norms in this instance mean 'the Captain is King' and must be deferred to/not disagreed with. This kind of accident is or was common in Asia, where this philosophy is most apparent. Modern CRM is *finally* helping to reduce such instances. I note that KAL specifically used to write off airliners with almost predictable frequency and then, sometime in the 2000's it just STOPPED ! I suspect they learned the importance of good CRM and ALL crew members being important..
It’s true that in Korea we still have this kind of culture of high PDI at cockpit or at work, making many people difficult to go against. But in KE801 crash case, I think the communication was only one of contributing factors, rather than a critical factor as the author of the Outliers claims. I agree that the first officer and first engineer should challenge the captain for go-around (they started doing so but only 6 secs before the impact, so it was already late), however, I feel somewhat uncomfortable that the author has distorted the actual CVR and wrote his own interpretation as if it was a fact. Besides the subordinates culture, KE801 crash was a combination of many other contributing factors, the captain’s misjudgement caused by sleep fatigue, the airport disabled MSAW(Minimum Safe Altitude Warning system) for causing noise, the controller didn’t follow the procedures, the Flight Crew’s chart was not the updated version thus was missing some changes in key altitudes, and Korea Air’s poor crew training back then… So I’d say we shouldn’t blindly believe whatever the author claims, but should always recheck more details, considering that the interpretation may differ from one to another. . . . Fyi below are some example of Author’s distortions.. pls read if you’re interested: 1. The author claims that below conversion was the critical part of this flight. Captain: Uh, it rains a lot. First officer: Don’t you think it rains more? In this area, here? But actually there were more dialogues between above, for 1:30 mins about deviation and so on, which the author deleted as if above were consecutive dialogues. (You can check it from ruclips.net/video/yWOwAkLez-8/видео.html, at 21:24…. also 07:53) 2. The author wrote that the hirarchy of the flight engineer was 3rd among those 3 people so it affected the communication tone and manner among them. But instead, the captain was always using very polite honorific to him according to CVR. 3. The author wrote like the captain decided visual approach without any plan but in fact he shared specific plans during landing briefing (from 4:05 of above link) 4. The author claims that the CVR started with the Captain’s complains on the sleep fatigue, but actually it starts with landing briefing… And so on…
I understand and appreciate the need to keep track of the map information you've showed but why didn't the pilots take notice of the audible terrain alerts? I've heard many experts stress the importance of taking notice and reacting to the alerts in the cockpit. Thanks for the informative vid.
Clearly there was confusion in the cockpit. Issues of flight crew alertness too. I'm puxxled that the displaced VOR wasn't covered during the briefing in more depth. Also, the flight crew seemed to believe their ILS glideslope despite being told it was imperative.
I think I viewed this on Aircrash Investigations. Correct me, but the Captain was high-ranking in Korean society. The Co-pilot was hesitated in correcting the Captain ( Saving Face) I believe it's called. As a result, the term (Captain You Must Listen. ) is now used a safe flying tool.
Anyone know if any of the cabin crew had flown into Guam before? It seems like a protocol should be established that a pilot's first time flying into any airport should not be at night.
WAIT...an ILS approach is a PRECISION approach that requires both lateral and vertical navigation. If the glideslope is inop, then how in the hell can an ILS landing be made, especially in IMC? Why in the hell did the controllers give clearance for an ILS approach with these conditions? Also, the chart CLEARLY shows that the DME arc is not based on the approach end of the runway, so any misreading of it is strictly on the pilots...and isn't it ironic that all three were former ROK AF pilots, flying military aircraft with weapons and shit, and yet, seemingly not knowing how to fly?
The controller should have called it a LOC/DME approach providing the localizer but the pilot would have to be at the appropriate height based on his approach chart and DME equipment.
......I have a partial hearing issue however ,,,,hearing the clarity and crispness in your voice makes my hearing soooooo sooo much more enjoyable... I ponder the thought of whether many you--tubers take my issues of hearing disruptsions on board ,,,,,,, so possibly you may not be aware of this issue however I applaud your speech. Also could you please explain to me what ''''' Vectors ''''' mean.... Thank you.
The problem here is this the pilots rely to much on automation, rather look at the facts about the airport and know the truth about the situation and take control of the plane yourself and do the right thing, automation cannot think like a human can, thats why you should not be afraid to fly the plane, after all that is what they are paying you for MR PILOTS YOU ARE SUPPOSED TO FLY THE PLANE AND TAKE RESPONSIBLITY!
Is there any video like this on the China airlines flight that crashed just last year? The one that’s on video falling from the sky vertically? I imagine it would of been one of the most horrific flights to die in, the speed of the crash as well. Anyone know?
They were tired. That’s the airlines fault. Working them too hard. If you have to pinch the penny like this you’re better to close up shop. Charge higher prices for as long as you can until the others put you out of business. But if you have to squeeze people like this it’s not worth it. Ok so a lot of people lose jobs. But it’s better than losing lives.
It would be jolly helpful if you could NOT have a giddy-making generic flight deck image lurching back and forth while we're trying to focus on the all-important approach plate.
Interesting. Could use some more basic info. This is a complicated crash. And, I recommend you don't refer to your viewers as "guys." I am sure there are "gals" watching too.
You can see just how close they came to hitting the VOR/DME in this (low-res) shot: upload.wikimedia.org/wikipedia/commons/thumb/2/26/KAL801Finalreport_-_Figure_8b.jpg/500px-KAL801Finalreport_-_Figure_8b.jpg
I have been flying for Airlines for over 25 years now and have done lots of training, giving and receiving, and can tell you that just from listening to the CVR one can hear the ‘confusion’ brought on by Fatigue. Short questions followed by short answers usually indicate high fatigue coupled with uncertainty in their minds and high concentration because of that uncertainty. The location of the VOR for DME purposes and ‘GS out’ both made this ‘simple’ approach a very challenging one for this situation.
Nah….pilot fatigue is always the easy way out
@@thefrase7884 you clearly don't fly airplanes and don't know what you're talking about lol
Exactly ! My first 2 comments as well. Confusion linked to fatigue is a killer. This tends to lead to taking an optimistic view of the situation like trusting the glideslope despite warnings it was inop.
@@thefrase7884 What on earth do you mean by that ?
@@mbb434 And YOU DO ? I wouldn't want you flying me !
Dude, much appreciate the detail, I am not even a pilot but a curious guy who worked for years in aircraft manufacturing. If all somebody says to me is the plane was too low on the approach and smacked into a mountain I learn nothing about aviation. You hit a mountain with an airplane they pick up the plane in trash sacks, I know that. I am too poor and in too rough of shape to actually be a pilot but I want to learn how its done and even more how its not done. Keep up your good work.
I'm not a pilot but I appreciate the technical detail here. Just found your channel and watched a few episodes, like your presentation style. Hope to see more.
Great thanks Mike. No need to be a Pilot, just an interest in aviation or even just human behaviour under pressure. All interesting to me.
You, Magnar from Fly with Magnar and Mentour Pilot all manage to add extra knowledge to the accidents you cover. I have seen this Korean Air 801 before, but noone mentioned the DME-equipment being offset from the runway. I love when I get more information than I had before. Thankyou for being awesome.
Thank you so much, I did worry it was a bit too in depth, but I think it gives a better understanding of why the crew acted as they did.
That’s true.
Check out Green Dot Aviation
@@HoneyBadger1184 Already following! 🙂
@@pissant145 checkout TheAviationMysteries
It's amazing that 23 people survived that. Thank you for your work.
Since, more often than not, CFITs are a type of non survivable accident…
There were auctully 25 survivors but used to be 26 survivors
Excellent review and good insights!As an active long haul captain,I would like to comment on a couple aspects.The actual aircraft was a B747-300,with an old instrument display,that is not 14:10 so pilot friendly as an all glass cockpit.Second is the approach.Ils are very seldom flown with the glide slope out of service.It then turns the approach to a non precision procedure,with step down altitudes that have to be flown in vertical speed or fligh level change mode,constantly changing your set altitudes as you reach the Dme distances.Adding insult,the Vor\Dme was halfways,so distance decreases and then increases.If 14:10 you put jet lag and night flying,some bad weather and a Captain who would not listen,you get a fatality.As the aircraft was configured for landing,but not on a glide slope,the Gpws is very limited in abrupt terrain.And adding insult,spurious G/S signals sometimes simply appear with no flag indication.It wasn't an easy night,to say the least,and it required extra briefing.When you have to accomplish procedured that you don't normally execute,everybody has to stand to alert.But then again,low circadian rithms,tiredness...May they all rest in peace!After all,we are just tired humans trying to keep up with unforgiving machines and environments.Best regards and thanks for your hard work.I recommend you to all my tired colleagues!
Yup, I'm sure tiredness/fatigue played an important part (not being adequately alert) and the briefing was inadequate IMHO for a displaced VOR/DME. Also, the Captain (flying) was slow to accept calls to go around.
An old-fashioned ADF step down would've even been more effective in this case. Not that DME wouldn't work, just saying there are so many alternative approaches to an instrument approach. I imagine fatigue left them focused on get-there-itis and damn the GS. In the dark that's not a great mix.
Step downs are kind of clumsy even for a small plane let alone a 747 but it would've worked. Assuming they had an ADF onboard, which back then I imagine they would've. Kind of need two beacons on the ground, no idea what's on Guam.
Attention to the marker beacons should've made this a safe landing since they briefed for a localizer-only approach. So many options that weren't exercised.
I live on Guam & was 5 years old when this crash happened. My house was on the other side of the hill where this happened & you could still see the smoke & smell the fire & gasoline when the sun came up. I still remember going with my mom to run errands & every person that we saw that day talked about the crash. It was a very somber day indeed.
RIP
To the 229 passengers and crew of Korean Air Flight 801
I remember this tragic crash so well. This crash happened on a hillside not far from where I lived. I did not know at the time that it happened. A few hrs. later, my husband, son and I were to board a flight to Honolulu. We did and while on the flight I heard about the crash from friends on board. My husband knew about the crash but did not tell me because he thought it would cause me to cancel our trip.
I liked that information about the Jepson plates because, while I had seen them before, no one had explained that part about where it tells you the minimum altitude at that location. That's really cool! Thank you!
That’s great to hear! Thanks
I am not a pilot, but seems like a catalogue of very basic errors - but the tired pilot interpretation of the approach chart looks like the main cause - which is astounding in this day and age. Also, they had warnings of being too close to the ground, but ignored them - which again is astounding!!!
I found this incident quite interesting for the reasons you mentioned. It was a very experienced crew that through a series of errors (some known to them and some not) led to an avoidable disaster.
I’m from Guam and was 14 when this happened. We went near the site a day after it happened and you could still see smoke coming out from the
wreckage. That is one day I will never forget
What about pilot fatigue? I got the impression that especially the captain was very tired and seemed unfocused at times. What an unfortunate accident and one that was so close to not happening at all since they were almost in the clear.
Another great video! Thanks for explaining and simplifying things for those of us who don’t know what, for example, the briefing plate is/how it works and other little things. It really allows us a greater understanding of what’s going on :-)
I’m glad it helped 😁
Im not a pilot but hv read about this incident in terms of how it changed pilot training procedures.. thanks for the excellent narration
I always call this “Captain Park and the glide slope demon”.The glideslope kept announcing that it was on when it wasn’t. What caused that? They followed it right into the ground.
This actually is very normal and happens on 80%+ of all approaches that have the GS out. The reason is that the phrase ‘GS out’ does not necessarily mean that it is turned off but rater that tests have shown that it is not reliable and MUST NOT be used. It is important in Aviation that if something is labeled ‘Out of Service’ that it is not used yet you see many Pilots try things anyway and stating “it’s working” which is the wrong thing to do! Good training and adherence to Procedures is essential when flying.
From the accident's Wikipedia page:
"The glideslope instrument landing system (ILS) for runway 6L was out of service, but Captain Park mistakenly believed it was in service, and at 1:35 am, he managed to pick up a signal that was later identified to be from an irrelevant electronic device on the ground. The first officer and flight engineer noticed that the aircraft was descending very steeply, and remarked several times that the airport "is not in sight". Despite protests from flight engineer Nam that the detected signal was not the glide-slope indicator, Park continued the approach, and at 1:42 am, the aircraft crashed into Bijia Peak just short of the NIMITZ VOR navigation beacon about 3 nmi (3.5 mi; 5.6 km) short of the runway, at an altitude of 660 ft (200 m)."
Fascinating incident thank you for making this. Also explaining the briefing plate helped! Thanks 😁
That’s good to hear. Thank you.
Very good video...I like the extra details. Great channel, I just subscribed! Thank you for creating, uploading and sharing! ✈😊
Great video, I liked all the detail you provided.
Thank you
Incredibly thorough! Gr8 channel.
Much appreciated!
Excellent video on an accident not commonly known.
Thank you
Thanks for the vid
Interesting video thanks, really good visuals as well 👍
Thanks 👍🏼😁
Even in the best weather, you can't see much that isn't lighted on a moonless night. As a private pilot, I have always found it terrifying to fly through the night sky at 150 mph not being able to see everything that might be out there in front of me.
my mother and i work at an airport and i always feel nervous for the people flying the later nightly flights. i’ll say a silent prayer for them as they ascend off the runway
Thanks so much for the video! I would personally love to hear what the aviation industry learned from the accident and what consequences were drawn from this. But other than that, very thorough and interesting!
Nice, thank you 😀
Man, as soon as you mentioned how the beacon was miles from the runway, I saw where this was going. It’s still incredible that so many bad conditions (weather, having to deviate from the initial course, the crew being fatigued and tired, whatever was going on with the glide-slope) had to be met for this crash to happen. It really does seem like a case of everything that can go wrong did go wrong.
It's Swiss cheese model in safety when many layers are preached causing an accident, also more complicated model is the bow tie one, many wrong things going at the same us a prerequisite for accidents
@@abdulrahmanalsultan318 well I mean, at least there wasn’t a single point of failure, right? 🙃
Better explanation of the crash , rather than other channels where you can't understand how they explain things, reading what they are saying on screen and or listening to the flight recorder.
Captain : Park Yong-Chol
First Officer : Song Kyung Ho
Flight Engineer/Seconds Officer : Nam Suk Hoon
Tip for the segment where the approach plate is explained: a static background provides for a better viewing experience, as focussing on a detailed image while the camera viewpoint in the back is swaying across a space may cause vestibular related adverse effects.
Thanks!
I’ll keep that in mind, thank you!
Safe skies, that's why the flight deck crews and cabin crews need rigorous training and they must be mentally stable all the time. Safe travels and safe skies to all.
Malcolm Gladwell's chapter 7 from his book Outliers brought me here. It proposed the idea that cultural norms and values can prohibit the effectiveness of pilots in the cockpit. This might explain why cockpit warning signals were not adhered to and appropriate action taken in this tragedy. This cultural dynamic has since been addressed, leading to a vastly improved safety record for Korean Airlines.
😅
Cultural norms in this instance mean 'the Captain is King' and must be deferred to/not disagreed with. This kind of accident is or was common in Asia, where this philosophy is most apparent. Modern CRM is *finally* helping to reduce such instances. I note that KAL specifically used to write off airliners with almost predictable frequency and then, sometime in the 2000's it just STOPPED ! I suspect they learned the importance of good CRM and ALL crew members being important..
It’s true that in Korea we still have this kind of culture of high PDI at cockpit or at work, making many people difficult to go against.
But in KE801 crash case, I think the communication was only one of contributing factors, rather than a critical factor as the author of the Outliers claims.
I agree that the first officer and first engineer should challenge the captain for go-around (they started doing so but only 6 secs before the impact, so it was already late), however, I feel somewhat uncomfortable that the author has distorted the actual CVR and wrote his own interpretation as if it was a fact.
Besides the subordinates culture, KE801 crash was a combination of many other contributing factors, the captain’s misjudgement caused by sleep fatigue, the airport disabled MSAW(Minimum Safe Altitude Warning system) for causing noise, the controller didn’t follow the procedures, the Flight Crew’s chart was not the updated version thus was missing some changes in key altitudes, and Korea Air’s poor crew training back then…
So I’d say we shouldn’t blindly believe whatever the author claims, but should always recheck more details, considering that the interpretation may differ from one to another.
.
.
.
Fyi below are some example of Author’s distortions.. pls read if you’re interested:
1. The author claims that below conversion was the critical part of this flight.
Captain: Uh, it rains a lot.
First officer: Don’t you think it rains more? In this area, here?
But actually there were more dialogues between above, for 1:30 mins about deviation and so on, which the author deleted as if above were consecutive dialogues.
(You can check it from ruclips.net/video/yWOwAkLez-8/видео.html, at 21:24…. also 07:53)
2. The author wrote that the hirarchy of the flight engineer was 3rd among those 3 people so it affected the communication tone and manner among them. But instead, the captain was always using very polite honorific to him according to CVR.
3. The author wrote like the captain decided visual approach without any plan but in fact he shared specific plans during landing briefing (from 4:05 of above link)
4. The author claims that the CVR started with the Captain’s complains on the sleep fatigue, but actually it starts with landing briefing…
And so on…
At 5:30, the details you gave were very helpful
it is always bad to see trees and mountain deer while flying through the clouds.
I was Stationed there in the navy, The area is a sacred area , god bless the Passengers and crew .❤❤❤
I understand and appreciate the need to keep track of the map information you've showed but why didn't the pilots take notice of the audible terrain alerts? I've heard many experts stress the importance of taking notice and reacting to the alerts in the cockpit. Thanks for the informative vid.
Which simulator do you use
Great video by the way
MSFS 2020 for this one and thanks 👍🏼
Didn't this aircraft have TAWS installed? It would have alerted the pilots to pull up before crashing into the hill. Great video, thanks!
What is TAWS?
@@kickedinthecalfbyacow7549 Terrain Avoidance and Warning System.
@@enziogehrig9425 is that like GPWS (whoops)
@@kickedinthecalfbyacow7549 TAWS or EGPWS is a more advanced system which alerts the pilot to terrain or obstacles which are ahead of the aircraft.
@@enziogehrig9425 so GPWS…
Great channel
Thanks Michael.
I remember hearing this in the news, the pilots names were Sum Ting Wong, and Wi Tu Lo
Clearly there was confusion in the cockpit. Issues of flight crew alertness too. I'm puxxled that the displaced VOR wasn't covered during the briefing in more depth. Also, the flight crew seemed to believe their ILS glideslope despite being told it was imperative.
I think I viewed this on Aircrash Investigations. Correct me, but the Captain was high-ranking in Korean society.
The Co-pilot was hesitated in correcting the Captain ( Saving Face) I believe it's called. As a result, the term (Captain You Must Listen. ) is now used a safe flying tool.
NPA requires very careful briefing and adherence to the vertical profile
Great Video, such a sad ending 😢
Anyone know if any of the cabin crew had flown into Guam before? It seems like a protocol should be established that a pilot's first time flying into any airport should not be at night.
WAIT...an ILS approach is a PRECISION approach that requires both lateral and vertical navigation. If the glideslope is inop, then how in the hell can an ILS landing be made, especially in IMC? Why in the hell did the controllers give clearance for an ILS approach with these conditions? Also, the chart CLEARLY shows that the DME arc is not based on the approach end of the runway, so any misreading of it is strictly on the pilots...and isn't it ironic that all three were former ROK AF pilots, flying military aircraft with weapons and shit, and yet, seemingly not knowing how to fly?
The controller should have called it a LOC/DME approach providing the localizer but the pilot would have to be at the appropriate height based on his approach chart and DME equipment.
......I have a partial hearing issue however ,,,,hearing the clarity and crispness in your voice makes my hearing soooooo sooo much more enjoyable...
I ponder the thought of whether many you--tubers take my issues of hearing disruptsions on board ,,,,,,, so possibly you may not be aware of this issue however I applaud your speech.
Also could you please explain to me what ''''' Vectors ''''' mean....
Thank you.
I have a feeling your hearing is not the biggest of your problems...
The world doesn't revolve around you, madman.
Good job
Great video but the repeated camera rotation in the cockpit gets tiring after a while. Nothing wrong with just looking ahead or checking instruments
love to watch this videos
Was the plane actually rocking up and down in the air like a rocking chair?
You never know when your plane will be the next tragedy, 200 dead, "new procedure"
Confusion on the approach plate.
Good videos
The problem here is this the pilots rely to much on automation, rather look at the facts about the airport and know the truth about the situation and take control of the plane yourself and do the right thing, automation cannot think like a human can, thats why you should not be afraid to fly the plane, after all that is what they are paying you for MR PILOTS YOU ARE SUPPOSED TO FLY THE PLANE AND TAKE RESPONSIBLITY!
Clear. But would like to hear more on pilot vonfusion. Tiredness.? Since you do talk about it....
The Communication could not be any worse.
Little mistakes seem to culminate into the large mistake of the crash..
The Swiss cheese model is a great explanation of this
MAX worker output ensures shareholder handouts are increased ! so, happy days...right?
wrong.
They were looking at the plate and flew into the ground. Guess the pilots skipped the Reading the Plate chapter.
The repeated camera movement around the cockpit for no reason made me nauseous and I had to stop watching.
Oh my god what happen this plane✈️🙏
I remember seeing this one on Air Crash Investigation one of the survivors was from here in New Zealand
13:08 서울을 떠나는 모습 너무 슬프네요
Does North Korea really exist? Have you already been there?
Google Korean Air crashes. Please have several hours available to read the information.
Interesting
Rest In Peace!
Should have gone around after the first warning!
i think this happened on the 6th of august, not the 5th
Is there any video like this on the China airlines flight that crashed just last year? The one that’s on video falling from the sky vertically? I imagine it would of been one of the most horrific flights to die in, the speed of the crash as well. Anyone know?
The pilots were bit too tired to fly the aircraft safely.
Well then now permanently asleep and can get their rest
Never knew it was pronounced "Sal Korea." Learn something new every day.
That is 747-8 bro
Random algorithm comment❤
Perfect, you know this is appreciated. Thank you.
2:04 I didn't know Pepsi had their own Airliners...hmm
Didn’t they have their own harrier to give away?
thats a bad accident, these pilots were asleep! no excuses sorry! they fucked up big time!
They were tired. That’s the airlines fault. Working them too hard. If you have to pinch the penny like this you’re better to close up shop. Charge higher prices for as long as you can until the others put you out of business. But if you have to squeeze people like this it’s not worth it. Ok so a lot of people lose jobs. But it’s better than losing lives.
A BIT Too technicaI for my non aviator brain !!! too much technicaI info distracts from what actuaIIy happens !!!!
Korea air, sponsored by Pepsi?
Were the crew speaking with each other in English or Korean?
Obviously korean!
👍🏼👍🏼🤙🏼🤙🏼
It would be jolly helpful if you could NOT have a giddy-making generic flight deck image lurching back and forth while we're trying to focus on the all-important approach plate.
it was a 747-300 and it cannot fly 41000 ft
Asian that's all I can say when i did fight school x
Joe mama lol
airplanes are safe!!!11111enaenaena
Please dont explain this to me ever again. I'll be banging my head on the wall. Regards.
CAN THE CAPTAIN TURN HIS HEAD NEARLY 360 DEGREES? GOT DIZZY JUST WATCHING.
Footage looks fake. Clickbait.
Interesting. Could use some more basic info. This is a complicated crash. And, I recommend you don't refer to your viewers as "guys." I am sure there are "gals" watching too.
Good video ! Your British slang is worse than Mentour Pilot's :))) And I am not native English but it can not be overheard :)))
You can see just how close they came to hitting the VOR/DME in this (low-res) shot: upload.wikimedia.org/wikipedia/commons/thumb/2/26/KAL801Finalreport_-_Figure_8b.jpg/500px-KAL801Finalreport_-_Figure_8b.jpg