Presented by Mykola Lebediev for KATC

KATC.com.ua
 Korean Air Flight 801

Korean Air Flight 801 (KE801, KAL801) was a scheduled international passenger flight operated by
Korean Air. The flight crashed on August 6, 1997, on approach to Antonio B. Won Pat International
Airport, in the United States territory of Guam, killing 229 of the 254 people aboard. The aircraft
crashed on Nimitz Hill in Asan-Maina, Guam, while on approach to the airport. The National
Transportation Safety Board cites poor communication between the flight crew as probable cause
for the air crash, along with the captain's poor decision-making on the non-precision approach.
 Controlled Flight Into Terrain (CFIT)

 Prior to the widespread implementation of GPWS, CFIT was an all

too common occurrence.

 CFIT accidents involve a normally operating aircraft which contacts the

ground due to loss of situational awareness, or other pilot error.

 GPWS has greatly reduced the number of these incidents.

 Ground proximity warning system (GPWS)

 GPWS is a system developed to help prevent CFIT accidents.

 In the event of a loss of situational awareness by the crew

GPWS is a last resort lifeline to warn of approaching terrain.

 The pilots are alerted through aural and visual warnings and in
the case of EGPWS a visual display.
 HOW IT WORKS
 The heart of the GPWS is a computer processor
which interprets data from a number of sources
 Radar altimeter

 Air data computer

 UHF Nav receiver

 Gear and flap indicating system

 Roll attitude input sensor

 HOW IT WORKS

 The computer analyzes a number of parameters including aircraft

configuration, speed, proximity to terrain, and descent rate in
order to issue appropriate warnings.

 If the aircraft is in landing configuration at approach speed and

approaching the ground it is deemed a warning is unnecessary.
 AURAL WARNINGS
 Some typical GPWS warnings are:

SINK RATE
TERRAIN, TERRAIN
DONT SINK
TOO LOW, TERRAIN
TOO LOW GEAR
PULL UP

 These aural warnings will be accompanied by illumination of a GPWS

annunciator.

 In the event of a PULL UP warning a recovery procedure must be initiated.

 MODE 1

 Warns of excessive descent rate.

 If the aircraft is less than 2500AGL, as determined by the
radar altimeter, and is losing altitude too quickly.
 A GPWS warning light will illuminate and sink rate, sink rate
will be heard.
 If the situation is not corrected whoop, whoop, pull up, pull
up will be heard.
 MODE 2

 Warns crew when closure rate with terrain is too high.

 Designed to warn crew when rising terrain is a threat.
 “terrain, terrain”
 “whoop, whoop, pull up, pull up”
 There may be no change in barometric altitude but the radar
altitude is decreasing.
 MODE 3

 Warns of loss of altitude after take-off, or go-around.

 Within the first 1000 AGL if the aircraft starts to sink rather
than climb.
 If the aircraft sinks 10 percent of its radar altitude “don’t sink”
will be heard.
 MODE 4

 MODE 4a if the aircraft is too low and slow, with landing gear retracted.
 “too low, gear”
 If the airspeed is higher the warning will be too low, terrain
 MODE 4b When the gear is selected down, but the flaps are still
retracted “too low, flaps”
 This warning can be canceled by the pilot in the event of a flapless
landing.
 MODE 5

 Warns the crew of glideslope deviations.

 When the aircraft receives a valid glideslope and sinks 1.3 dots
below glideslope will be heard.
 The warning will continue with increasing intensity if the problem
is not corrected.
 This warning may be canceled by the pilot.
 Enhanced Ground Proximity Warning System (EGPWS)
 A limitation of GPWS is the fact that with radar altimeter information only the
aircraft is only capable of seeing terrain directly below.
 In the case of rapidly rising terrain it may not react quick enough to issue a
warning in time.
 EGPWS corrects this problem by integrating an aircraft navigational source into
the system.
 GPS position in conjunction with a terrain database is used to help predict terrain
conflict.
 Any catalogued man made obstructions are included in the database.
 This type of system can be used to display terrain profile to the pilot to improve
situational awareness.
EGPWS mode:
 ADVISORY CALLOUTS

GPWS is capable of advisory callouts as an aid to normal operations

 GLIDESLOPE 1.3 dots below glideslope

 FIVE HUNDRED 500 AGL on non-precision approach
 MINIMUMS, MINIMUMS upon reaching radar altimeter selected
decision height.
 RECOVERY PROCEDURE

Recovery procedure will vary depending on the type of aircraft, but the general
response is:
 Roll level and simultaneously set maximum power.

 Slowly pitch up and maintain Vx.

 Retract speed brakes.

 Continue climb until clear of terrain.

NOTE: in VMC conditions terrain may be avoided visually.

 RECOVERY PROCEDURE
Accomplish the following maneuver for any of these aural alerts:

• SINK RATE • GLIDESLOPE

• TERRAIN • BANK ANGLE
• DON’T SINK • CAUTION TERRAIN
• TOO LOW FLAPS • CAUTION OBSTACLE
• TOO LOW GEAR • TERRAIN TERRAIN PULL UP
• TOO LOW TERRAIN • TERRAIN AHEAD PULL UP

Note: If a terrain caution occurs when flying under daylight VMC, and positive visual
verification is made that no terrain hazard exists, the alert may be regarded as
cautionary and the approach may be continued.
 RECOVERY PROCEDURE
Pilot Flying Pilot Monitoring

• Disconnect autopilot. • Verify maximum* thrust.

• Disconnect autothrottle. • Verify all required actions have been
• Aggressively apply maximum* thrust. completed and call out any omissions.
• Simultaneously roll wings level and rotate to
an initial pitch attitude of 20°.
• Retract speedbrakes. • Monitor vertical speed and altitude
• If terrain remains a threat, continue (radio altitude for terrain clearance and
rotation up to the pitch limit indicator or barometric altitude for a minimum safe
stick shaker or initial buffet. altitude).
• Call out any trend toward terrain contact.
• Do not change gear or flap configuration until
terrain separation is assured.
• Monitor radio altimeter for sustained or
increasing terrain separation.
• When clear of the terrain, slowly decrease
pitch attitude and accelerate.
 RECOVERY PROCEDURE

Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude
that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit.
Flight at intermittent stick shaker may be required to obtain positive terrain separation.
Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note: Do not use flight director commands.

Note: * Maximum thrust can be obtained by advancing the thrust levers to the takeoff or go-
around limit. On airplanes with EEC’s operating normally, the pilot may advance the thrust
levers full forward. If terrain contact is imminent, advance thrust levers full forward.
 LIMITATIONS
 Do not use terrain display for navigation;

 Do not use look-ahead terrain alerting and terrain display functions within 15 NM of take-off, approach or
landing at an airport not contained in the GPWS terrain database. To comply with this limitation, AZUR air has
established the following procedure:

 All airports contained in the onboard OPT are also in the GPWS database;

 When planning ‘ad hoc’ flights, AZUR air dispatch checks if the destination airport is in the GPWS
database. If this is not the case, the FCM will be warned by a message on the flight envelope;

 When diverting to an airport which is not in the GPWS terrain database, position the TERR OVRD Switch
to OVRD.

 Do not use the look-ahead terrain alerting and terrain display functions if the FMS is operating in IRS NAV ONLY.
 LIMITATIONS

 Do not use the look-ahead terrain alerting and terrain display functions if the FMS is operating in IRS NAV ONLY.

 Do not use the look-ahead terrain alerting and terrain display functions for take-off if, with the 5 or 10
NM range selected on the EFIS Control Panel, the aircraft symbol is not displayed at the appropriate
point on the runway symbol.

 Do not use the look-ahead terrain alerting and terrain display functions during QFE operations. To comply with
any of these limitations, the look-ahead terrain alerting and terrain display functions must be inhibited by
selecting the TERR OVRD switch to OVRD.

 The use of look-ahead terrain alerting and terrain display functions is

prohibited during QFE operations.
Presented by Mykola Lebediev for KATC