2009-06 · NASA ASRS report 842437
B747 flight crew report on descent below glideslope; CFTT incident during approach to RKSI.
RKSI was reporting 1600-1800 RVR with CAT II approaches in use. The Captain was to do the approach to the ILS DME 'Y' Runway 15L CAT II&III using the autopilot to an autoland. The approach had us cross DANAN at 5000 FT then descend to cross JUINN at 2600 FT. Then to down to 1600 FT for glideslope intercept altitude. We flew as published until we were on the localizer all was normal; 1600 was set in the altitude alert window; and the glideslope had not yet come alive. Approach told us to contact the tower; while I had my head down to switch frequencies; all of a sudden I hear the third pilot yell 'Glide path'. I looked up to see us descending with the glideslope indicator full up deflection. I said 'Pull up' 'Go Around.' Immediately we got 'TERRAIN' 'TERRAIN' followed shortly by 'TOO LOW TERAIN' 'TOO LOW TERAIN' on the GPWS. I again said; 'Pull up; Get it UP Now'. All this happened very quickly; there was no slow gradual decent; or slow deviation from profile. One moment all was normal then all hell was breaking loose. With us now climbing; I asked about selecting Flaps 20 and the for the gear to be raised. The third pilot was calling for the same thing only louder; and he called for moving the speed bug up because the TOGA button had never been pushed. I told the tower 'we're going around.' We were now about 900ft and I asked 'do you want LNAV & VNAV'? The Captain said yes; so I selected LNAV & VNAV. I now noticed we were heading far to the right of course; and asked; 'Where are we going?' 'We need to turn left and get back on course. During this the tower asked for the missed approach. I said 'glideslope.' As we are turning back the tower asked 'Say Heading' I told them we are turning back to course. She said 'never mind' 'Fly present heading; which was 190. She then said 'Say Intentions' I told her 'We would like vectors back for another approach.' we did so to a normal landing.
This flight was a four person crew; Captain; First Officer; Third Pilot; and a Fourth Pilot. I was the Third Pilot. The following is my best memory of the events occurring during the approach and missed approach at landing at RKSI. The flight began as the First Officer's leg but prior to descent the Captain became the flying pilot and the First Officer became the non-flying pilot. This change was made to facilitate a Cat II ILS to 15L. After nearing RKSI we received radar vectors and were cleared for the approach. We were descending in Flight Level Change and the First Officer set the mode control panel (MCP) altitude to 1600FT; the glideslope intercept altitude. The flight progressed normally until shortly after turning final. While on final we descended below intercept altitude prior to glideslope capture. ATC radioed us with some weather information. During that radio exchange I noticed that we were descending below the 1600FT intercept altitude. I interrupted the radio exchange and announced that we were too low. The First Officer raised his left hand over the center console as though to inform me that he was communicating with ATC on the radio. I called out 'Too low. We are too low;' two more times. During the time I made the too low announcements I checked the MCP ALT and noticed that it was reading 100FT. The Captain responded by adding some thrust. Shortly after that; the Fourth Pilot announced you are still sinking; ATC then made some radio calls advising us that we were too low and stop your descent. During those ATC too low calls some aircraft EGPWS warnings began. At this time I released my seat belts so I could lean forward to reach the stick and thrust levers. I did not actually touch the controls as the Captain pitched the aircraft up and began climbing at that time. During that climb the glideslope captured and we continued the climbout. While climbing ATC called two or three times to ask the reason for the missed approach. At the Captains direction the First Officer transmitted Too Low. Shortly after those radio calls ATC again called us two or three more times asking our heading; which was deviating well to the right. The First Officer told the Captain you are not following the course. ATC then asked our intentions; I suggested we get vectors for another approach. The First Officer made that request and we were cleared to fly our present heading and were given an altitude assignment. During this climb I called 'Positive Climb;' the Captain responded 'Gear Up;' which the First Officer complied with. I suggested the use heading select and that we bug the speed up. The plane was then cleaned up as we climbed to our assigned altitude. During this climb the Fourth Pilot suggested that everyone take a moment to reset and get ready for the next approach. Once established on downwind I suggested that we reselect the ILS approach in the CDU. The First Officer very quickly did so; with a FAF extension. As we approached the approximate position of a base leg I suggested that we begin slowing from our speed of 235KIAS. The Captain called for Flaps 1 and began configuring for the approach. The Captain and First Officer then executed a normal Cat II ILS to Runway 15 to an autoland.More than 13 hours on the plane. The Captain had not flown the actual plane in quite some time. The First Officer had not flown the actual plane in several months. Both pilots were current via the simulator. The First Officer and Captain did not follow company procedures to the letter. The duties were somewhat intermixed. The Captain was slow to respond to the 'Too Low' call outs from the Third Pilot and the 'You Are Still Sinking' call from the Fourth Pilot. The Captain did not follow correct company procedures for a missed approach. The First Officer did not make required call outs when the altitude and heading began to deviate.Insure that all crewmembers follow company procedures so that deviations are more quickly noticed and reactedto. Suggest that attention be given to crew pairings to insure that a situation does not exist where neither pilot has flown the plane in a long time. The Third and Fourth Pilots should be more assertive when they see deviations beginning.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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