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26 April 1994 - China Airlines 149

The Airbus A300 with registration B-1816 took off from Taipei for a flight to Nagoya where it arrived over the Outer Marker at 20.12:26h. The 1st officer started the runway 34 ILS-approach with auto throttles engaged. At an altitude of 1070ft (at 145kts and 5 degrees pitch) he inadvertently selected TOGA (Take Off Go Around) mode. Unknowingly of the TOGA selection, the crewmembers tried to override the flight director's throttle and pitch control movements. In order to remain on the glide slope, the 1st officer disengaged the auto throttle and reduced thrust manually. At 1030ft the crew hoped that the autopilots would get them on the glide slope, and engaged them. The autopilot immediately entered the go-around mode (because TOGA had been selected 12 seconds earlier) with a 18 degrees pitch up. To get back on the glide slope, the crew applied down elevator. This caused the flight director guidance system to select pitch-up stabilizer.

Forty-two seconds after TOGA selection, the autopilots were disengaged again, but the aircraft kept climbing. Eight seconds afterwards, the alpha floor was activated due to an excessive angle-of-attack. Alpha floor triggered maximum thrust, which increased the nose-up attitude to 52.6 degrees. The captain disengaged alpha-floor by retarding engine thrust. The speed had dropped to 78kts by then, causing the Airbus to enter a stall at 1800ft. The aircraft hit the ground tail-first 300ft right of the runway and burst into flames.

PROBABLE CAUSE: "While the aircraft was making an ILS approach to runway 34 of Nagoya Airport, under manual control by the F/O, the F/O inadvertently activated TOGA, which changed the FD (Flight Director) to GO AROUND mode and caused a thrust increase. This made the aircraft deviate above its normal glide path.
The APs were subsequently engaged, with GO AROUND mode still engaged. Under these conditions the F/O continued pushing the control wheel in accordance with the CAP's instructions. As a result of this, the THS (Horizontal Stabilizer) moved to its full nose-up position and caused an abnormal out-of-trim situation.
The crew continued the approach, unaware of the abnormal situation. The AOA increased the Alpha Floor function was activated and the pitch angle increased. It is considered that, at this time, the CAP (who had now taken the controls), judged that landing would be difficult and opted for go-around. The aircraft began to climb steeply with a high pitch angle attitude. The CAP and the F/O did not carry out an effective recovery operation, and the aircraft stalled and crashed.



Transcript of the Cockpit Voice Recorder (CVR)

 

 DYNASTY 140 = CAL 140,	        CAP = CAPTAIN
 F/O   = FIRST OFFICER,          C/A = CABIN ATTENDANT
 [  ]  = SOUND IN THE COCKPIT
 T-ACC = TOKYO CONTROL,          APP = NAGOYA APPROACH
 TWR   = NAGOYA TOWER,	        --- = INTELLIGIBLE OR MEANING UNKNOWN
 ___ (UNDERLINE) in "Speaker" column = CAL 140'S COMMUNICATION WITH ATC
 ___ (UNDERLINE) in "Content" column = CONVERSATION IN CHINESE
                    
10:45'08"             (SOUND OF INTERPHONE CALL)
45'13"     CAP:    DESCEND IN 3 MINUTES. THEN --- 20 DEGREES --- THANKS.
45'29"     CAP:    LET'S COMPARE.  WE --- COMPARE --- NOW, USE RUNWAY 30,
                             THEN 2 KINDS OF WINDS --- 10 KNOTS, AND DIRECTION --- 
                              BETWEEN --- AND ---
                              (ATC COMMUNICATION OF OTHER AIRCRAFT)
45'45"     F/O:    NAGOYA ---, MSA --- WE ARE AH APPROACHING FROM SOUTH EAST,
PROBABLY AT 4800 TO 5000 FEET, --- 250 OF 302, SET, SET, THEN --- 500 FEET, HEADING 340, AFTER THAT, TURN LEFT TO 230 RADIAL, WITHIN 10 MILES, THEN CONTINUE TO 3000 FEET, THEN TURN LEFT 10 MILES, UH, WITHIN 10 MILES, HOLD ON 110 RADIAL, ON 110 RADIAL. 46'31" F/O: MISSED APPROACH PROCEDURE, GO LEVER, GO AROUND POWER, FLAP ONE STEP, POSITIVE RATE, GEAR UP, HEADING SELECT, ALTIMETER 1500, LEVEL CHANGE, 250, LEVEL CHANGE, CRUISING POWER, THEN FOLLOW MISSED APPROACH PROCEDURE. 46'46" F/O: SO WE CALCULATE, IF WE CALCULATE ASSUMING WE LAND ON THE RUNWAY END, START DESCENT AT 116 MILES. 46'52" CAP: OK. 46'59" CAP: TURN OFF? PREFER THE LIGHTS TURNED OFF? 47'02" F/O: DOESN'T LOOK BAD. 47'08" CAP: ADJUST A LITTLE BIT. HOW ABOUT IT? CAP: IS THIS BETTER? OR THIS? 47'13" F/O: NOT BAD, SIR. 47'14" CAP: HOW ABOUT THIS? OR DIMMER? F/O: SLIGHTLY DIMMER IS BETTER, SIR. CAP: YOU LIKE IT SLIGHTLY DIMMER. 47'17" F/O: SIR, YOU LAND WITH LIGHTS ON? CAP: AH? F/O: YOU LAND WITH LIGHTS ON? 47'21" CAP: NO, NO. I DO THIS WAY. F/O: UH. CAP: HOW ABOUT YOU? F/O: I DON'T HAVE ANY FIXED WAY. CAP: EH? F/O: I DON'T HAVE ANY FIXED WAY YET. CAP: AH. F/O: THIS WAY, THIS WAY FEELS ALRIGHT. CAP: YOU TRY THIS WAY, THIS WAY AND SEE? F/O: AH. CAP: RIGHT AWAY THIS ---. (ATC COMMUNICATION OF OTHER AIRCRAFT) 47,35" T-ACC: DYNASTY 140, START DESCEND FOR FLIGHT LEVEL 210. 47'40" CAP: DYNASTY 140, NOW LEAVING 330 FOR 210. 47,44" T-ACC: DYNASTY 140, ROGER, CONTACT TOKYO CONTROL 125.7. 47'48" CAP: 1257, DYNASTY 140, GOOD NIGHT, SIR. 47'52" T-ACC: GOOD NIGHT. 48'06" CAP: GOOD EVENING, TOKYO CONTROL, DYNASTY 140, NOW PASSING 325 FOR FLIGHT LEVEL 210. 48'13" T-ACC: DYNASTY 140, TOKYO CONTROL, GOOD EVENING, DESCEND AND MAINTAIN 9000, AREA QNH 2984. 48'19" CAP: RECLEAR 9000, 2984, DYNASTY 140. (ATC COMMUNICATION OF OTHER AIRCRAFT) [WHISTLING] 49'14" CAP: WEATHER RADAR. F/O: YES. (ATC COMMUNICATION OF OTHER AIRCRAFT) 49'22" F/O: NAGOYA CITY IN SIGHT, SIR. (OVERLAP) CAP: WOW! THE WEATHER IS EXCELLENT. HOW NICE IF (NAME OF PERSON) WERE HERE. F/O: HA, HA. (ATC COMMUNICATION OF OTHER AIRCRAFT) F/O: SAY, SIR CAP: YEAH, YES. 50'42" F/O: SIR, WHEN WE LAND, HOW DO YOU DEAL WITH CLOSURE RATE AS YOU APPROACHING GROUND? HOW IS YOUR WAY, SIR? (ATC COMMUNICATION OF OTHER AIRCRAFT) CAP: AT NIGHT. F/O: OH. 51'02" CAP: AT NIGHT, ON REACHING 50 FEET, PULL A LITTLE. F/O: OH. CAP: PULL A LITTLE, REDUCE THE DESCENT RATE A LITTLE, BECAUSE THE MIND OF A PERSON, WHEN CONTACT WITH THE GROUND, WILL THAT, --- A PERSON DEPTH PERCEPTION IS NOT AS KEEN AT NIGHT. 51'13" F/O: RIGHT. 51'14" CAP: PULL A LITTLE AT 50 FEET, PULL MORE AT 30 FEET, 10, 20, PULL MORE AT 10. AT 30, 20 PULL SLOWLY, AT 10, 5 PULL IT, PULL POSITIVELY AND COMMENCE LANDING POSITIVELY, THIS IS THE MOST STANDARD WAY. F/O: OH. 51'21" C/A: (CABIN ANNOUNCEMENT IN CHINESE: LANDING AND COLLECT HEADPHONE) CAP: BUT, NEED TO LOOK AFAR. F/O: LOOK AFAR, RIGHT? 51'31" C/A: (CABIN ANNOUNCEMENT ON ARRIVAL AND RETRIEVAL OF HEADPHONE IN ENGLISH) CAP: THE MOST IMPORTANT THING IS TO LOOK AFAR. 51'34" F/O: SIR, THE PURPOSE OF LOOKING AFAR IS TO SEE --- ? 51'36" CAP: NO, THE PURPOSE OF LOOKING AFAR IS TO WATCH THE SINKING OF AIRCRAFT EASIER TO HAVE A CLEAR VIEW. WATCH AHEAD, WATCH, AIRCRAFT, AIRCRAFT --- (ATC COMMUNICATION OF OTHER AIRCRAFT) 51'45" C/A: (CABIN ANNOUNCEMENT IN JAPANESE: LANDING AND COLLECT HEADPHONE ) CAP: IGS IS VERY IMPORTANT. THE OTHER DAY, (NAME OF PERSON) FLEW VERY WELL. F/O: IGS, OH. CAP: I DIDN'T TAKE OVER ON BOTH CASES, HE LANDED BY HIMSELF. HE LANDED SO WELL, EVEN CAPTAIN CAN NOT DO BETTER. F/O: IS THAT SO? CAP: IGS, LOOK AT THE THRESHOLD OF RUNWAY 31, YOU HAVE TO PAY ATTENTION TO WATCH THRESHOLD OF RUNWAY 31 CAREFULLY. NUDGE IN, NUDGE IN SLOWLY, SLOWLY, THEN ALIGN WITH THE RUNWAY, IT IS EASIER TO ALIGN IT RIGHT. DO NOT WATCH THE RUNWAY 13 THRESHOLD. JUST LOOK AT RUNWAY 31 THRESHOLD. F/O: OH. CAP: WITH SUCH FEELING, ALIGN WITH SUCH FEELING, INSIDE, INSIDE JUST LOOK AT THE SPEED, NOTHING ELSE. AFTER REACHING MINIMUM, NO NEED TO LOOK INSIDE. IN THE OLD DAYS, DURING DESCENT, WE USED TO CALL SO AND SO DEGREES---. YOU DON'T HAVE TO LOOK AT ANYTHING. INSIDE JUST WATCH THE SPEED, OUT-SIDE JUST LOOK AT IT. THEN DESCENT RATE SHOULD NOT EXCEED 500, SLOWLY PULL LIKE THIS, AFTER TURNING UP TO THIS POINT, TURNING UP TO THIS POINT, 400 TO 500 FEET, ALIGN WITH THE RUNWAY THEN LOOK AT IT. SEE WHETHER IT IS HIGH OR LOW. THEN, PUSH IT DOWN. THEN, KEEP THE SPEED AND LAND BY THIS WAY, THINGS GO WELL. INSIDE, JUST WATCH THE NOSE OF AIRCRAFT. DON' T MIND WHATEVER OTHERS TELL YOU. F/O: I SEE. CAP: JUST WATCH THE SPEED, OUTSIDE, WATCH THE RUNWAY AT ANY RATE. THIS IS SIMPLE, ISN'T IT? 52'56" F/O: YES. 53'09" CAP: THE OTHER DAY, I LET (NAME OF PERSON) FLY THIS WAY. I TOLD HIM "IF YOU FLY MY WAY, YOU CAN FLY WELL". HE FLEW WELL. YOU CAN FLY WITH IT. (ATC COMMUNICATION OF OTHER AIRCRAFT) 53'39" CAP: HE USED AUTO THRUST. F/O: HUH. HE USED AUTO THROTTLE? CAP: IF,IF HE USED MANUAL. F/O: HUH. 53'49" CAP: THEN IT'S 100 POINTS. BUT HE ONLY GOT 90 POINTS, BECAUSE HE USED AUTO THRUST. (ATC COMMUNICATION OF OTHER AIRCRAFT) 54'05" CAP: ON FINAL, AT 1000 FEET OR 1500 FEET, YOU MAY DISCONNECT IT. FLY THIS WAY, DON' T WORRY, FLY LIKE THIS. FLY FEELING THE RELATIONSHIP BETWEEN THIS CONDITION AND THIS THROTTLE. F/O: RELATIONSHIP, I SEE. CAP: THE MORE YOU FLY AND PRACTICE, THE BETTER YOU CAN FLY. (ATC COMMUNICATION OF OTHER AIRCRAFT) 54'44" CAP: IN FLYING, DON'T GIVE TOO MUCH PRESSURE. AS YOU KNOW, DON' T WORRY ABOUT GAINS AND LOSSES. WHEN I LAND, I LAND WITH NORMAL MANNER NOT WORRYING ABOUT THIS OR THAT. F/O: YES. CAP: DON' T WORRY ABOUT SOMEONE SITTING BEHIND, I JUST FLY MY OWN WAY IN ANY CASE. DON'T GET NERVOUS, NEVER. THE OTHER DAY, WELL, SOMEONE OF HONG KONG CIVIL AVIATION DEPARTMENT CAME, BUT I WILL SAY WHAT I HAVE TO SAY. ACTUALLY, I DIDN'T LET HIM DO THAT LANDING. ON OTHERS, ON OTHER SEVERAL CASES, I LET HIM DO LANDINGS. NO OTHER WAY. IF THAT CAA MAN COMES, I FLY, NO PROBLEM. WHOEVER COMES, I DO THE SAME. HAVE SUCH A FRAME OF MIND, UNDERSTAND? AS YOU KNOW, WHOEVER COMES ON BOARD, THE SAME THING. ANYWAY, FLY THIS WAY, FLY STEADILY AS FLAT AND AS STEADY LIKE THIS, DON'T BE NERVOUS. (ATC COMMUNICATION OF OTHER AIRCRAFT) 55'40" CAP: IF HE WANTS TO WATCH, THEN LET HIM DO SO. SO WHAT. MAYBE I TELL HIM, "WHAT ARE YOU SEEING, NOT KNOWING WHAT TO SEE?" F/O: HUM. CAP: DON'T WORRY. (ATC COMMUNICATION OF OTHER AIRCRAFT) CAP: ---EVEN IF, EVEN IF--- 56'07" CAP: IN THE FINAL LEG, AH, RELAX YOUR HANDS AS MUCH AS POSSIBLE. 56'11" F/O: RELAX A LITTLE. 56'12" CAP: RELAX, LIKE THIS, PUT THEM DOWN GENTLY LIKE THIS, JUST FLY LIKE THIS, JUST LIKE THIS, FLY GENTLY, THROTTLE LIKE THIS. 56'22" F/O: THROTTLE, 2984. (ATC COMMUNICATION OF OTHER AIRCRAFT) 57'36" CAP: TOKYO CONTROL, DYNASTY 140 APPROACHING 9000. 57''43" T-ACC: DYNASTY 140, STAND BY. (ATC COMMUNICATION OF OTHER AIRCRAFT) 57'59" T-ACC: DYNASTY 140, CONTACT NAGOYA APPROACH 120.3. 58'02" CAP: 120.3, DYNASTY 140 GOOD NIGHT, SIR. 58'05" T-ACC: GOOD NIGHT. (ATC COMMUNICATION OF OTHER AIRCRAFT) 58'18" CAP: GOOD EVENING, NAGOYA APPROACH, DYNASTY 140, NOW PASSING 10600 FOR 9000, WITH INFORMATION BRAVO. 58'30" APP: DYNASTY 140, DESCEND AND MAINTAIN 6000. 58'34" CAP: DESCEND 6000, DYNASTY 140. 58'45" [WHISTLING] (ATC COMMUNICATION OF OTHER AIRCRAFT) 59'04" F/O: --- CHECKLIST. 59'05" CAP: YES. (ATC COMMUNICATION OF OTHER AIRCRAFT) 59'08" CAP: ECAM STATUS NORMAL, ALTIMETER 2984 AND MDA 302 DECISION HEIGHT 250. 59'18" CAP: OK. 59'20" CAP: V-BUGS, --- (ATC COMMUNICATION OF OTHER AIRCRAFT) (OVERLAP) CAP: SIGN ON, IGNITION CONTINUE RELIGHT, LANDING ELEVATION. 59'35" APP: DYNASTY 140, REDUCE SPEED TO 210 KNOTS OR LESS. 59'39" F/O: 200 59'40" CAP: REDUCE 200 KNOTS, DYNASTY 140. 59,43" APP: ROGER DYNASTY 140, DESCEND AND MAINTAIN 5000. 59,47" CAP: CLEARED 5000, DYNASTY 140. 59'51" CAP: LANDING ELEVATION 46, CABIN ALTITUDE 740, APPROACHING BRIEFING. (ATC COMMUNICATION OF OTHER AIRCRAFT) 00'00" F/O: COMPLETE, SIR. (ATC COMMUNICATION OF OTHER AIRCRAFT) 00'02" CAP: SHOULDER HARNESSES. F/O: FASTEN RIGHT. 00'05 CAP: OK, FASTEN LEFT, APPROACH CHECKLIST COMPLETED. (ATC COMMUNICATION OF OTHER AIRCRAFT) 00'11 CAP: YOU DO IT BY YOURSELF. F/O: YES. CAP: I WILL NOT BOTHER YOU. DON'T ASK ME, DO IT YOURSELF, MAKE DECISION. I WILL REMIND YOU JUST BEFORE THE SITUATION REACHES THE POINT THAT I CAN NOT COVER. (ATC COMMUNICATION OF OTHER AIRCRAFT) 00'28" F/O: YES. 00'29" CAP: YOU DO IT BY YOURSELF, OK? 00'30" F/O: YES, SIR. (ATC COMMUNICATION OF OTHER AIRCRAFT) 01'26" APP: DYNASTY 140, FLY HEADING 050. 01'31" CAP: HEADING 050, DYNASTY 140. (ATC COMMUNICATION OF OTHER AIRCRAFT) 01'58" APP: DYNASTY 140, REDUCE SPEED 180 KNOTS. 02'02" CAP: REDUCING 180 KNOTS, DYNASTY 140" 02'07" F/O: FLAP SET, SIR. (ATC COMMUNICATION OF OTHER AIRCRAFT) 02'27" C/A: (CABIN ANNOUNCEMENT IN CHINESE: ARRIVAL TIME AND WEATHER INFORMATION AT NAGOYA) 03'06" C/A: (CABIN ANNOUNCEMENT IN ENGLISH: ARRIVAL TIME AND WEATHER INFORMATION AT NAGOYA) 03'27" CAP: NAGOYA APPROACH, DYNASTY 140, APPROACHING 5000. 03'31" APP: DYNASTY 140, ROGER, MAINTAIN 5000. 03'34" CAP: DYNASTY 140. 03'43" [WHISTLING] 03'57" C/A: (CABIN ANNOUNCEMENT IN JAPANESE: ARRIVAL TIME AND WEATHER INFORMATION AT NAGOYA) 04'03" APP: DYNASTY 140, TURN LEFT HEADING 010. 04'06" CAP: LEFT HEADING 010, DYNASTY 140. (ATC COMMUNICATION OF OTHER AIRCRAFT) 04'46" C/A: (CABIN ANNOUNCEMENT IN TAIWANESE: "') 04'50" CAP: WAH! 04'59" APP: DYNASTY 140, DESCEND AND MAINTAIN 4000. 05'03" CAP: DESCEND AND MAINTAIN 4000, DYNASTY 140. (ATC COMMUNICATION OF OTHER AIRCRAFT) 05'27" APP: DYNASTY, SAY AGAIN AIR SPEED? 05'31" CAP: DYNASTY 140, SPEED 180. 05'34" APP: THANK YOU. 05'37" APP: DYNASTY 140, NOW DESCEND AND MAINTAIN 2500. 05'40" CAP: CLEARED TO 2500, DYNASTY 140. (ATC COMMUNICATION OF OTHER AIRCRAFT) 07'14" APP: DYNASTY' 140, YOU ARE NOW 14 MILES FROM THE OUTER MARKER AND CLEARED FOR ILS RUNWAY 34 APPROACH, CONTACT TOWER 118.7. 07'21" CAP: CLEARED ILS RUNWAY 34 APPROACH, 118.7, DYNASTY 140, GOOD NIGHT, SIR. 07'37" CAP: GOOD EVENING, NAGOYA TOWER, DYNASTY 140, RUNWAY 34 APPROACH. 07'42" TWR: DYNASTY 140, NAGOYA TOWER, GOOD EVENING, REPORT OUTER MARKER, RUNWAY 34. 07'47" CAP: REPORT OUTER MARKER, DYNASTY 140. F/O: WAH! 08'26" F/O: IT SEEMS AIRCRAFT QUITE OFTEN TO PICK UP OTHER'S WAKE TURBULENCE HERE, DOESN'T IT? 08'29" CAP: YOU ARE RIGHT. 08'30" F/O: IT'S STRANGE, IS IT BECAUSE OF THE TERRAIN? TODAY, IT SEEMS WE ARE IN THE WAKE TURBULENCE FROM THE BEGINNING TILL THE END. 08'35" CAP: STEP FIRMLY ON THE RUDDERS, WILL BE GOOD, IT WILL NOT SWAY SO HARD. 08'41" CAP: OK, LOCALIZER ALIVE. 08'43" F/O: YES, SIR. 08'47" CAP: LOC STAR. 08'48" F/O: YES, SIR. CAP: RUNWAY HEADING INBOUND COURSE. F/O: YES, SIR. 08'55" CAP: --- THAT ONE IN FRONT, WAH! YOU HAD BETTER KILL IT, THE SPEED A LITTLE BIT. 08'59" F/O: SIR, ISN'T IT A 747? 09'00" CAP: I CAN'T TELL. 09'01" CAP: YOU, YOU HAD BETTER KILL THE SPEED A LITTLE MORE. BETTER KILL IT TO 170. F/O: 170 CAP: YEAH, OTHERWISE, IF WE FOLLOW IT TOO CLOSELY, WE SHALL BE TURNED OVER. CAP: CORRECTION AT LOW ALTITUDE SHOULD BE DONE LITTLE BY LITTLE. DON'T CHANGE TOO MUCH, CORRECT LITTLE BY LITTLE. AH, CORRECT LITTLE BY LITTLE AS SMOOTHLY AS POSSIBLE, FOR, SOMETIMES AT NIGHT THERE ARE SUBCONSCIOUS ILLUSIONS. (ATC COMMUNICATION OF OTHER AIRCRAFT) 09'50" F/O: WINDSHEAR. 10'01" CAP: IT'S ALRIGHT, THAT--- (ATC COMMUNICATION OF OTHER AIRCRAFT) 10'50" CAP: LATER ON YOU CONCENTRATE, CONCENTRATE TO WATCH THIS. [SOUND OF SEAT ADJUSTER] 10'53" F/O: YES, SIR. 10'54" CAP: DON'T LOOK AT OTHER THINGS, WATCH HERE, AH, WATCH THIS FROM THE BEGINNING TILL REACH MINIMUM THEN LOOK OUTSIDE. (ATC COMMUNICATION OF OTHER AIRCRAFT) F/O: GOT IT, SIR. CAP: RIGHT. 11'20" F/O: GOT IT, GOT IT, WE ARE IN IT SINCE ON GLIDE SLOPE. 11'24" CAP: WE CAN DO NOTHING ABOUT IT BECAUSE THERE ARE TOO MANY AIRCRAFT. 11'26" F/O: THIS IS THE SO CALLED INTERRUPTION, ISN'T IT? 11'28" CAP: IT'S ALRIGHT. BECAUSE--- 11'34" F/O: SIR, THEN, I DISENGAGE IT. 11'35" CAP: OK. FLY MANUAL. [SOUND OF AUTO PILOT SW] 11'36" [SOUND OF AUTO PILOT DISENGAGE] (ATC COMMUNICATION OF OTHER AIRCRAFT) 11'40" [SOUND OF AUTO PILOT DISENGAGE] (ATC COMMUNICATION OF OTHER AIRCRAFT) 11'45" CAP: GLIDE SLOPE ALIVE. 11'46" F/O: YES, SIR. RUNWAY GO AROUND ALTITUDE 3000 FEET. 11'49" CAP: OK. 11'54" CAP: OH. 11'55" [SOUND OF ALTITUDE ALERT] 11'57" F/O: AH, SIR, IT IS GLIDE SLOPE STAR. CAP: GS STAR. F/O: GS STAR. 12'Ol" CAP: YEAH, THERE IS NO PROBLEM ANY MORE. [SOUND OF PITCH TRIM CONTROL SW] (3 TIMES) 12'19" CAP: OUTER MARKER. (SOUND NOTHING) F/O: YES, SIR. 12'23" CAP: NAGOYA TOWER, DYNASTY 140, OUTER MARKER. [SOUND OF PITCH TRIM CONTROL SW](1 TIME) 12'26" TWR: DYNASTY 140, CONTINUE APPROACH, NUMBER ONE TOUCH DOWN. 12'30" CAP: CONTINUE, DYNASTY 140. [SOUND OF PITCH TRIM CONTROL SW] (2 TIMES) 12'41" F/O FLAP 20. 12'42" CAP: OK, FLAP 20. [SOUND OF SLATS/FLAPS LEVER OPERATION] (2 TIMES, 15/15 TO 15/20) 12'44" F/O: SPEED 150. PLEASE. (ATC COMMUNICATION OF OTHER AIRCRAFT) [SOUND OF PITCH TRIM CONTROL SW](1 TIME) 12'54" CAP: 20 SET. 12'56" F/O: GEAR DOWN. [SOUND OF GEAR DOWN] 13'01" C/A: (CABIN ANNOUNCEMENT IN CHINESE: NO SMOKING ) 13'10" C/A: (CABIN ANNOUNCEMENT IN ENGLISH: NO SMOKING ) (ATC COMMUNICATION OF OTHER AIRCRAFT) [SOUND OF PITCH TRIM CONTROL SW](5 TIMES) (ATC COMMUNICATION OF OTHER AIRCRAFT) 13'13" CAP: GEAR DOWN, THREE GREEN. (ATC COMMUNICATION OF' OTHER AIRCRAFT) 13'14" F/O: 30/40. SPEED V APPROACH 140, LANDING CHECK LIST, PLEASE. [SOUND OF SLATS/FLAPS LEVER OPERATION] (2 TIMES, 15/20 TO 30/40) (ATC COMMUNICATION OF OTHER AIRCRAFT) 13'21" CAP: LANDING GEAR DOWN, THREE GREEN, ANTI-SKID NORMAL, SLATS/FLAPS 30/40, SPOILERS ARMED, LANDING LIGHTS ON. [SOUND OF PITCH TRIM CONTROL SW](5 TIMES) 13'25" C/A: (CABIN ANNOUNCEMENT IN JAPANESE: NO SMOKING ) 13'27" CAP: LANDING CHECKLIST COMPLETED. 13'29" F/O: THANK YOU. (ATC COMMUNICATION OF' OTHER AIRCRAFT) 13'39" TWR: DYNASTY 140. CLEARED TO LAND RUNWAY 34, WIND 290 AT 6. 13'43" CAP: CLEARED TO LAND RUNWAY 34, DYNASTY 140. 13'47" CAP: 290 6 KNOTS. C/A: (CABIN ANNOUNCEMENT IN TAIWANESE: ---) 13'48" F/O: YES. SIR. 13'49" CAP: THERE IS A SMALL CROSS WIND FROM LEFT. 13'57" CAP: ALL LIGHTS ON. 14'06" CAP: EH, EH, AH. 11:14'09" [CLICK CLICK CLICK] (SOUND OF LANDING CAPABILITY CHANGE WARNING) 14'10" CAP: YOU, YOU TRIGGERED THE GO LEVER. 14'11" F/O: YES, YES, YES. I TOUCHED A LITTLE. 14'12" CAP: DISENGAGE IT. F/O: AYE. 14'16" CAP: THAT --- F/O: AYE. 14'20" CAP: YOU WATCH, WATCH OUTSIDE, OUTSIDE. [SOUND OF PITCH TRIM CONTROL SW](1 TIME) 14'23" CAP: PUSH DOWN, PUSH IT DOWN, YEAH. 14'26" CAP: YOU, THAT---DISENGAGE THAT THROTTLE. 14'29" F/O: UH, TOO HIGH. 14'30" CAP: YOU, YOU ARE USING THE GO AROUND MODE. 14'34" CAP: IT'S OK, DISENGAGE AGAIN SLOWLY, WITH YOUR HAND ON. [SOUND OF PITCH TRIM CONTROL SW] (3 TIMES) 14'39" CAP: YOU DISENGAGED THE ENGINE THRUST? [SOUND OF PITCH TRIM CONTROL SW] (2 TIMES) 14'40" F/O: YES, SIR, DISENGAGED. 14'41" CAP: PUSH MORE, PUSH MORE, PUSH MORE. F/O: YES. 14'43" CAP: PUSH DOWN MORE. 14'45" CAP: IT'S NOW IN GO AROUND MODE. F/O: YES, SIR--- (ATC COMMUNICATION OF OTHER AIRCRAFT) 14'49" F/O: SIR, AUTO PILOT DISENGAGED. (OVERLAP) [SOUND OF AUTO PILOT SW] 14'50" [SOUND OF AUTO PILOT DISENGAGE] (ATC COMMUNICATION OF OTHER AIRCRAFT) 14'51" F/O: SIR, I STILL CAN NOT PUSH IT DOWN, AYE. 14'58" CAP: I, WELL, LAND MODE? 15'01" CAP: IT'S OK,' DO IT SLOWLY. 15'02" F/O: SIR, THROTTLE LATCHED AGAIN. 15'03" CAP: OK, I HAVE GOT IT, I HAVE GOT IT, I HAVE GOT IT. 15'04" F/O: DISENGAGE, DISENGAGE. 15'08" CAP: WHAT'S THE MATTER WITH THIS? 15'09" F/O: DISENGAGE, DIS---. 15'11" CAP: GO LEVER. CAP: DAMN IT, HOW COME LIKE THIS? [SOUND OF PITCH TRIM CONTROL SW] (2 TIMES) 15'14" F/O: NAGOYA TOWER, DYNASTY GOING AROUND. 15'17" [GLIDE SLOPE](SOUND OF GPWS WARNING) 15'18" EH? (OVERLAP) TWR: ROGER, STAND BY, FURTHER INSTRUCTION. [SOUND OF SLATS/FLAPS LEVER OPERATION] (2-3 TIMES, 30/40 TO 15/0 OR 0/0) 15'21" CAP: EH, IF THIS GOES ON, IT WILL STALL. 15'23" [SINGLE CHIME] (SOUND OF MASTER CAUTION) 15'25" CAP: FINISH. (OVERLAP) [SOUND OF STALL WARNING] (2 SECONDS) 15'26" F/O: QUICK, PUSH NOSE DOWN. [SOUND OF SLATS/FLAPS LEVER OPERATION](1 TIME, 15/0 OR 0/0 TO 15/15) 15'28" [SINGLE. CHIME](SOUND OF MASTER CAUTION) (ATC COMMUNICATION OF OTHER AIRCRAFT) 15'31" [SINGLE CHIME] (SOUND OF MASTER CAUTION) (OVERLAP) F/O: SET, SET, PUSH NOSE DOWN. 15'34" CAP: IT'S OK, IT'S OK, DON'T, DON'T HURRY, DON'T HURRY. F/O: POWER. 15'37" [TERRAIN TERRAIN] (SOUND OF GPWS WARNING) CAP: AH, WAH. F/O: POWER, POWER. POWER. 15'40" [SOUND OF STALL WARNING] (CONTINUED TILL THE END OF RECORD) CAP: WAH, AH. F/O: POWER. CAP: FINISH. F/O: POWER. CAP: AH. F/O: POWER, POWER. 15'45" END OF RECORDING (NO CRASH SOUND RECORDED)
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