CRASH EN CORÉE. ANALYSE AVEC UN PILOTE DE BOEING 737

hello everyone welcome to the video as you know flight GJ r 221 crashed it was on December 29, 2024 at 9:05 a. m. local what I am offering you in this video is that we address different points on first point we will look at whether the runway complied with international civil aviation standards because in the media there is a lot of talk about this concrete block at the end of the runway spoiler alert it is legal in two we are going to look at the temporality timeline Why because through this timeline you will be able to understand the state of mind inside the cockpit at the moment we lack open source data to be able to reproduce exactly everything that happened the DSB the transponder usually which allows us to have information and although it does not work after the first approach and therefore deprives us of information in the open sense and will force us to wait for the initial investigation report then the final investigation report which will be in several months if this is several years but this temporality will show you that it did not happen as usual in the event of a bird collision in 3 we are going to wonder about the human factor on the crew that did not escape you they landed at 9 a.

m. they arrived at 4:30 a. m.

their flight took off 1 hour later than planned I think that played a role in why we are at the end of the year they probably worked a lot and at present we don't don't know if they were the ones who made the outbound flight so if they were at the end of a cycle of around twelve hours or if they took work around 5 p. m. Zulu in all cases it was a night flight then we will quickly take an interest in the airline to return to the facts available to us here it is Monday 30 morning a little bit of editing time I apologize after having looked a little bit at the effect we we will inevitably ask ourselves the question of train breakdowns is this something that happens often and on 737 I won't hide from you that it's more than rare so there is no Crank on 737 I can tell you about it I have my riting type I have I have my qualification on 737 MAX and 800 then you will see what happens in the event of Pan engine spoiler alert in the United States alone there are nearly 20,000 avia collisions per year I said 20,000 and if there is indeed a failure for which the crews are overtrained in aviation Ling it is the famous N-1 the failure on takeoff the failure in cruise the failure on approach we do all the time in the simulator, however there are cases and there have been cases where the crews made mistakes when processing a fault and we will see the consequences that this can have in our last chapter which will be on why this is This that there was such a short time between the declaration of failure on the M and behind the finish and we will end with a little analysis of the finish to tell you everything I did it again in the simulator and there is quite a bit things to say there are purposes of comparison just look eh I know that it's not at all the same mass of plane but to show you what a landing in LCE looks like with the gear retracted there it's a plane of deal with a haur that has landed on runway 19 left of Las Vegas they arrived at 130 knots they touched at 110 knots the runway is almost 3800 m so there was runway in front of them and they waited until it was only twice 250 kg of oil to make the approach because effective the longer you wait the more you consume oil the lighter and medium you are of oil to burn opposed for information the investigation had still lasted almost 4 years before the NTSB publishes its report and if you don't have time to watch all the video just before launching the jingle, well already know that it seems that the crew didn't have much time either and so we are on two major hypotheses the first is that of imposing in a disaster to impose in an emergency without having the time to do the checklists without having the time to prepare the plane what can lead you to decide to be imposed in a disaster like that and well you are going to have a double engine failure you are going to have a fire on board so why a double engine failure on a twin engine it could be the reactors broken both it could be a broken reactor and one which is cut off by mistake it could be the absence of oil and the other big possibility well it is a deliberate choice of the crew to react outside the procedures you have the right not to respect the procedures in aviation if it is for safety reasons if you consider that for safety reasons the procedure is not normally suitable for an engine failure so on what we call an N-1 you will put yourself on hold and manage your breakdown prepare your return make calculations to putting it down it will take you a good twenty minutes you are not going to turn around directly and land like that and the last point to which we will come back a lot is that of the unstabilized approach to be able to land you have some remaining power on at least one engine and you must have a stabilized approach look at this il76 in Gao which did not make a stabilized approach which continued its landing even though it was not landing in the right place on the runway that ended in disaster that was it in summary now we will tackle all this in more detail after the jingle debrief does not only offer you face-to-face formats to bring your teams together to energize them talk about leadership, followership, alignment or security, we also offer you remote conferences, online courses but also workshops where some of your colleagues have to pilot the planes, all in an environment specially set up to make remote collaboration work even forbs spoke about it a few years ago so don't hesitate to contact us directly on the debrief.

org site so that we can find ourselves very quickly on video just before attacking our South Korean accident remember aéroflotte flight 1492 it was on May 5, 2019 and a sucoil Superjet 100 had been hit by lightning the captain decided to rush towards the runway he did not do a briefing before approach they found themselves low on the plane with more than 15 knots of excessive speed and in the end the plane hit the runway very hard dislocating and bursting into flames on the 78 occupants 41 will not survive the captain survived and was sentenced in 2023 to 6 years in prison in Russia why this example at the start of the video simply to remind you that in aviation we must not confuse speed and precipitation and we do not say when there is fire there is no fire for [Music] nothing we start with the MAM airport so for information the airport of Muan is young it was launched in 1997 it was opened in 2007 and it is located at an altitude of 16 m very important the track is long you have a single track oriented almost north-south and this track is 2800 m long a standard runway as much it is 2400 m now to be able to be legal these runways must respect the regulations of the OAC in the case of this airport it is quite particular because it has a use which can be double like most airports in South Korea why Korea is still officially at war with its neighbor North Korea from there to be able to disperse its planes most airports must be able to accommodate combat planes and when you want to have combat aircraft and that you are a nation that is still at war you want to try to protect them that's why you have this surrounding wall with video surveillance but also with guard posts now be careful what is very interesting is that it is not this concrete surrounding wall which was hit by the plane even if it could have been it is rather the ground which serves as a support for the ILS then the ILS is an instrument system which makes it possible to guide the planes for precision approaches except that if we go a a little bit with Google Street viw we will realize that this end of the runway the southern part is quite low and Al is in an area very close to the sea and very close to marshland so inevitably this will lead you to have many birds and moreover the crew received an invert that there was a strong avian presence in the area and this is known on the approach sheets but above all this means that there is perhaps a risk of flooding which would have grown and there it 'is a speculation the builders of the land and raise this part well to prevent it from being damaged each time there is water so it remains legal why because in the extension of the track you do not have the right to put anything over 90 m what we recommend is rather not to put anything over 200 to 300 m and there if you look at the distances and well it is legal we are indeed beyond the track there is a sort of extension of Clearway which which is also present and you have respect for the texts so it is not optimal but the texts are respected you will hear that normally everything that is DLS system or construction must be frangibl that is to say that if they are hit must be able to be torn off it is true up to a certain distance from the runway and there we are beyond the distance as you know in aviation we progress the texts after the accidents even if in recent years we have tended to try to progress them in anticipation thanks to the data that we receives but and I mean but all these calculations take place for a plane which lands at the start of the runway or in any case in the planned zone if now the plane lands in the middle of the runway at 200 knots you can add the entire distance that you want behind necessarily a moment ago it will pose a problem so as for the track it is perhaps not great but it is legal and in aviation we AE say what the text says and again once if the texts need to be changed after this report be sure that the OSCI will [Music] think about it from the point of view the timeline the temporality which controls the time controls its environment so we will look immediately for our flight our flight was scheduled to leave at 6:30 p. m. zouou from Bangkok they left at 7:30 p.

m. zouou to be precise at 2:29 a. m.

local and behind them they lost the data during the approach apparently when there was the bird collision at 11:58 p. m. zouou at 8:58 a.

m. local time at destination and everything ended 7 minutes later why is it interesting it's interesting because if we look we see that the 737 well it was already arriving from Mo to the base which so to say that he made the round trip the question I ask myself is was it the same crew or was there a change of crew at the time I t of this video we don't know and besides it's not a subject that we hear a lot but it's a very important subject why did you have to be a short-haul pilot it might be possible to make this kind of observation when we look at the amplitude it typically happens in North America we do the trans con the Transcontinental for example you leave from Toronto you go to Vancouver you can return in the other direction it is possible it passes in terms of amplitude with the regulations but it It doesn't take much time, we're on a case where there was a 1 hour delay on the ground so two possibilities first possibility the crew made the return was quite broken up great chance that they were two pilots who had no third pilot as reinforcement we will see there will perhaps have one and so they tried to rest as best they could but at the time of landing we must be frank they were not very fresh second possibility they started their working day with this flight but imagine starting your takeoff at 2:30 a. m.

you go up to the field there must have been 10 p. m. so there is fatigue no matter what people say it's the type of flight that in North America we call red which gives you red eyes which are very tiring there are a lot of them in Asia there in a a lot in the Middle East there are also some in North America it will inevitably have an impact on the attention of the crew and their ability to react add to that the fact that we are at the end of the year it is the it is more than probable that the crew had a big schedule and flew a lot it will be very interesting to see the number of hours in the last 30 days of the crew another point also which can play on the fatigue of the crews then that South Korea is nicknamed the country of maintained calm from a political point of view the least we can say is that it has been a storm in recent weeks with two dismissals of presidents, one of which only a few dozen hours before this crash which probably get the crew to sleep a little less in the evening and watch a little more of their [Music] information the company now what can we say about GJ r they have around 2700 employees they have existed since 2005 they have 40 aircraft what we need to see is that there is an explosion of aviation in the good sense of the term in these areas of the world and that the regulator has always been quite present and tries to drag everyone towards the number 1 objective of aviation safety you are on aircraft fleets which are often quite modern the companies are young and therefore receive very modern equipment as for our 737 800 well it was produced in 2009 it was with Ryanair from 2009 to 2016 before being purchased by this Korean company it was powered by two CFM 56s which have proven themselves perfectly.

You should know that these are reactors which are supposed to resist the impact of birds weighing several kilos. projected at 700 km/h now it was CFM 36 in the Sony 320 a slightly different version but if you are saturated by big birds obviously there is a moment the reactor does not work plus our airline still had a problem in March 2022 with the suspension of certain flights and certain crews, this was the case for this company and the case for another local company where there were between 15 and 60 days of suspension for 10 pilots what it shows is that there is a regulator trying to do its job but there has been nothing particular in the history of this company for almost 20 [Music] years so now what are the facts as we know them on this very simple December 30 the plane arrives after these 4h30 flight it is at the end it would have a problem at the level of the right reactor with these images where we clearly see a problem at the reactor level we do not know if the reactor shuts down or not behind it we do not know if the reactor has a malfunction after what we know is that this right reactor is seen again 7 minutes later with the reverse engaged on the ground to be able to engage the thrust reverser you normally have to be below 3 m from the ground with a 737 either you have contact with the ground with the landing gear or you are below 3 m if reverse is engages in flight this can cause big problems and will in all cases lead you to reduce the throttle completely to avoid symmetrical thrust especially at low speed or the vmca minimum speed control in the air can quickly become a problem afterwards that what we know is that the plane went around it was initially on display on runway 01 facing north a minute later it declared an MD I remind you that there are two levels of failure in aviation bang bang breakdown I have a major mechanical problem m MEDD Med the lives of my staff and my passengers are in danger it is often associated with a 77 0 transponder and at that moment basically the track belongs to you the controller pushes everyone calls the fire brigade and what we know that the firefighters were informed that there was also a problem with the landing gear 6 minutes after the start, which is very very very short for a Lig plane, just in time to turn around. around 200 knots it will take you several minutes well we have a presentation of the plane we see it land a little after mid-runway at a speed which seems extremely high I would say at more than 190 knots and there it will come to slide on the runway not to succeed to brake we will see the non-exhaust of the high-lift devices so no flap no slat no airbrake no spoiler in short nothing to slow down the Rivers to the right to the left apparently nothing engaged we don't know if the reactors are working or not and it will come off the runway with absolutely enormous energy and crash onto this platform where the ILS is located.

Two people will survive: the two cabin crew, the two cabin crew who are located at the rear. It's the entire front which was compressed unfortunately so what we know is that reactor number 2, the one on the right, had a problem that they posed without the gear at mid-track with a lot of speed very small point to keep all the same in memory it is that of the biiss at the moment we have some information in open source and we saw this image with the right reactor which shows signs of weakness generally when you lose an engine you will make a Thumper and there behind a minute later it's a Med MEDD at the moment we don't know if the birds which are considered to have hit the engine only hit engine number 2 the one on the right maybe that 'they both hit the left and on the right as in 2009 in the soli frame on [Music] lson then why put the gear as I told you on 737 you have the gear which comes out normally and otherwise on the co-pilot side at floor level you come to pull three long on the cable which will unlock the hooks at the level of the train and allow it to fall by gravity to my knowledge there have been no 737s which have landed on their stomachs certain planes such as for example the 10 have been considered to be able to land on the stomach and not damage the structure the 10 is normally destined to take hits on the battlefield its wheels always protrude and if it has to land on the stomach as was the case for example at Edwards in 2008 it tires the structure less and avoids too many sparks so there were cases of landing on the stomach he if we even look in the army for example in 2006 a B1 to digo Garcia it was a mistake of the crew in 2011 a lotte 767 which was leaving from newwark and heading to warsaw and they landed on their stomachs and what the investigation showed was that in fact it was necessary to re-engage a breaker behind the co-pilot you should know that on Boeing planes especially you have entire breaker panels which are often not easy to access there it was breaker 016 which is actually very hard to see i. e.

before the problem of breaking the problem of the 700 57 was a hydraulic leak and that to bring out the gear in the event of a hydraulic leak you have to use on your 1557 a small electric motor something which is not the case on 737 where it will fall without an electric motor and in the case of our Polish crew well the small c829 breaker had blown the small breaker of the electric motor if they had re-instated this breaker they could have brought it out as an emergency, that's actually what that now it's been once the plane had been recovered on May 22, remember Pakistan International Airlines flight 8303 with an Airbus at 320 where they initially landed on the engines, went over the gas so we see that you can even go back on the gas after having touched having slipped a little but there they had damaged the reactors of the engines and they let go a few tens of seconds after the investigation clearly showed that it was repeated faults of the part of the pilots who led to this crash and more recently but the investigation report has not yet been released it is on October 5, 2023 FedEx 1376 a 757 which landed in Chatanoua which also went off the runway we see besides that but we don't have the same weights as with a plane like that it's hard to succeed in stopping it on the length of runway available but again the 757 is much heavier and in the case of Chatunga what they did well they initially did a low pass to ensure that the train was not did not come out then behind they showed up, landed and finished around 200 m immobilized after 200 m after the runway we do not know at present why the train did not come out but in the case of the 767 it there had been no casualties [Music] now let's talk a little bit about engine P at the level of the reactors as you now know most of the world fleet and twin engines there ha before we had four engines except that having four engines costs more expensive to maintain and it consumes more oil than two now the Saffire manufacturers have much more powerful reactors, this is why most planes, even long haul, are twin-engine, namely on a twin-engine it is in fact a single-engine overpowering why launch at full speed at maximum weight if you have an engine failure you generally do not have enough room to stop so for the plane to be certified it must be able to continue its takeoff and then behind to take a slope which allows it to avoid all the obstacles all in N-1 in a single engine so you must be able to successfully take off at maximum weight and have a sufficient slope to avoid the obstacles with a single engine at maximum mass you will have understood that it means say that in the worst case these planes work well on one engine so when you are lighter at the end of the flight even with more than 170 passengers go back to gas flying on a single engine normally there is nothing to write to the family by against to properly prepare your approach you are going to take the time so when I say time we are talking about a quarter of an hour 20 minutes it is difficult to go through your checklist and prepare for your N-1 landing as we do said in less than 20 minutes why because you will first have to identify the problem, secondly you will have to deal with it with the right checklist, secure your engine which has a problem, then behind it you will have to prepare the plane for the approach and then you will have to brief the approach at the flight crew level but also with the personnel behind to ensure that everyone is perfectly aligned and also think about what do we do once we is asked to think about the next step because it is good to land in complete safety now you have brakes which increase in temperature you perhaps have fuel leaks from the hydraulic system there are fire risks you also need to think about what is we are going to have passengers once we are on the ground we had the case with the volcantas 32 quadrotor for once an Airbus at 380 once placed on the ground they have a reactor which did not go out and which continued to turn for several hours and so they had a reactor running they had burning brakes and they had hydraulic and oil leaks you don't want to take the passengers out in emergency evacuation at that time so why am I telling you all this because it is prepared and it takes time and if you remember the beginning of the video on temporality they did not take this time, there is no reason that at the moment we do not know what this reason could be this reason could be a double P of motor you therefore find, as has already happened in aviation, the case of the Airbus at 320 soleli which hits birds which finds itself without power and there they have about 2 minutes 30 to do something the former military captain has made the choice to land on the odson or you can find as in the case 737 in 88 Taka 110 with CFM 56 reactors but old model which hits the hail at level 165 and there he finds himself piloting the plane a bit like a Cesna but in glider mode they managed to land with a 737 in the grass next to NASA's Michou site near New Orleans and the plane even took off from the grass again so there is life on the grass you also remember the 320 loural 1383 which took off which had an impact with birds and which landed in a field do you remember what abuse does to 320 in a cornfield popcorn and it went well for everyone you even have a triple 7 from British Airways which in 2008 presented in London arrives at the moment when it requires power at the level of these these two engines there are pieces of ice passing through there have been modifications behind the system it finds itself in double engine pitch and there they were going to short-stop they short-stopped but the on-board corant had the reflex to pass shutters 30 to shutter 25 which gave a small surplus of energy to the plane is what allowed it to avoid the catastrophe so why am I talking to you about all this because there is life even with a double P engine except that for having done my 737 course we are not trained in double engine failure when we do our 737 certification so if you have a large company it is my case which provides you with simulators and you have a minimum of professional conscience you are going to go to the simulator in the unused slots in the middle of the night to train you to do double P engine but the probability of occurrence is so low that the industry has decided to report a risk of occurrence cost of training thousands of crew good not to train the personnel so how can we find ourselves in double engine pitch either we saw ice crystals or external interference with hail or well there is a bird collision that would take place on both sides but there is another possibility and this possibility does not come out of nowhere it has already arrived for example in transasia flight 235 with an at 72 which took off from Taiwan it takes off they lose one engine what did they do they cut off the other at 1650 feet engine so they were found with double no engine and they unfortunately crashed there were quite a few deaths but on 737 well it already happened in 1989 It was a 737 400 of British Midland flight 092 they tried to land in East Midlands but in fact what happened was that during the flight they had a problem with the left engine and it caused smoke in cabin and on the old 737 models on which the crew had a lot of experience and well if you have smoke in the cabin that means it's coming from the right and so what did they do they they said to themselves we are going to reduce the engine right since if we smoke it in the cabin that means that it comes from the right but here it was on a new model of 737 and it was the opposite so they started to reduce the right reactor which was the good reactor They managed their trajectory well except that at the time of the approach they needed to put back a little power.