曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
At 0612:31, the HOU ATCT controller reported to the first officer that the RVR was 1,600 feet.7 The first officer acknowledged the transmission. At 0612:40, the first officer stated, —gear down.“ At 0612:57, the first officer asked, —what [is]…wrong with this?“ The captain responded, —I don‘t know.“ At 0613:03, the first officer further asked, —what do we have set wrong? we have…long range [navigation or NAV] or something… that we shouldn‘t have?“ Five seconds later, the captain reported, —got NAV…VOR one.“ The first officer stated, —okay, we‘re high on the glideslope now,“ and the captain replied, —just gonna have to do it this way.“ At 0613:24, the first officer stated, —guess so. yeah you‘re on [the] glideslope now.“ However, the airplane performance study showed that, about the time that the first officer made the comments about the glideslope, the airplane was at an altitude of about 1,700 feet and was 700 feet below the glideslope. (See figure 3 for the accident airplane‘s altitude profile.)
At 0613:44, the captain asked the first officer if they were going to descend to an altitude of 244 feet,8 and the first officer replied, —yeah.“ The airplane performance study indicated that, about 0614, the airplane was at an altitude of about 1,000 feet. At 0614:05, the captain asked, —what happened? did you change my frequency?“ The first officer responded, —yeah we were down there…the VOR frequency was on.“ He then stated, —we‘re all squared away now…you got it.“ The captain responded, —yeah, but I, I don‘t know if I can get back on it in time.“ The first officer replied, —yeah you will…you‘re squared away now.“ The airplane performance study showed that, shortly after the captain‘s question regarding the frequency, the airplane turned right and subsequently intersected the ILS runway 4 localizer centerline. As shown in figure 3, about this time, the airplane was at an altitude of about 900 feet and was 800 feet below the glideslope.
6 The airplane has an autopilot/flight director mode selector panel, and the APR mode provides flight guidance during an ILS approach.
7 According to the published ILS runway 4 approach chart (see figure 1), the minimum allowable RVR for an ILS approach to runway 4 is 1,800 feet. Under 14 CFR Part 91 operations, pilots are allowed to initiate an approach when the reported visibility is below minimums.
8 Two hundred forty-four feet is the decision height for the ILS runway 4 approach.
Figure 3. Accident airplane‘s altitude profile.
At 0614:32, the first officer stated, —I‘m, I‘m outside,“ and, 8 seconds later, he stated, —okay, comin‘ up on two forty four.“ At 0614:35, the automated radar terminal system minimum safe altitude warning (MSAW) provided visual and aural warnings to the Houston TRACON and HOU ATCT controllers. At 0614:42, the captain completed the before landing checklist, stating, —give me full flaps.“ At 0614:45.2, the CVR recorded the first officer state, —up,“ seven times in quick succession. The CVR recorded the HOU ATCT controller simultaneously state, —check your altitude, altitude indicates four hundred feet.“ The flight crew did not respond to the controller‘s transmission. No further communications were received from the flight crew.
The airplane performance study showed that the airplane tracked the ILS runway 4 localizer and continued to descend until about 0614:47. The airplane impacted a light pole at an altitude of about 198 feet and about 3 1/4 miles from the runway 4 threshold.
PERSONNEL INFORMATION
The Captain
The captain, age 67, was hired by Business Jet Services on May 1, 1998. The captain was the company‘s chief pilot from February 15, 2000, to July 31, 2004.9 He held a multiengine airline transport pilot certificate with type ratings in the British Aircraft Corporation (BAC) 1-11 and the G-III. The captain received a check airman designation from the Federal Aviation Administration (FAA) effective December 10, 2002, and he was approved to conduct flight checks for Business Jet Services pilots in G-III and BAC 1-11 series airplanes. The captain‘s most recent FAA first-class airman medical certificate was issued on June 17, 2004, and contained the limitation that he —must wear corrective lenses.“ Table 1 shows the employment information reported by the captain on the application that he filled out for Business Jet Services.
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本文链接地址：Crash During Approach to Landing Gulfstream G-1159A (G-III),(4)
