Ref.

No: CA18/2/3/7510

5 APPENDICES

5.1 Appendix A: (Compass System)

1. C-14A Compass System Functional Description (See figure 212.)

Basic power for the system is the 115V 400 Hz input to the C-14A Directional Gyro.
This provides internal power for the gyro and a 26 Vac power output for the flux
valve and CS-412 Dual Remote Compensator.

The flux valve senses the horizontal component of the earth's magnetic field. Using
the 26 Vac reference signal, it provides an output signal that represents aircraft
heading in the earth's magnetic field. This signal will provide a command to keep
the rotor spin axis of the gyro aligned to magnetic north in the slaved mode.

The CS-412 Dual Remote Compensator compensates the flux valve for single-cycle
(hard iron effects) by biasing the flux valve coils with a low level dc voltage. The
procedure for adjusting this level of compensation is discussed in the GROUND
CHECK procedure. Two independent compass systems can be compensated by
the CS-412.

In the slaved mode of operation, the directional gyro is slaved to a position relative
to the magnetic heading reference as supplied by the flux valve and the CS-412.

The directional gyro receives an input from the flux valve through the flux valve control
transformer (FVCT). The output from the FVCT is tuned to 800 Hz and applied to
the slaving amplifier. The slaving amplifier output is then applied to the precession
coils in the gyro and to the annunciator.
Slaving of the directional gyro is accomplished by supplying current flow through

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precession coils affecting the sensitive axis of the gyro. The MANUAL
SYNCHR0NIZATION switch is used to engage fast slaving of the directional gyro.
When fast slaving is engaged, the slaving rate is increased from approximately 3.5
degrees per minute to approximately 30 degrees per minute. Once engaged, fast
slaving continues until the compass card of the HSI indicates within 4 degrees of
actual heading, at which time the normal slaving rate is assumed.

In the free mode of operation, magnetic information from the flux valve and CS-412
is disabled in the gyro and no slaving is performed. The directional gyro provides
compass information as a product of the position of the aircraft with reference to
the position of the unslaved gyro. As no slaving is performed, the displayed
heading information is subject to error as the result of free gyro drift.

During operation of the directional gyro, any of the following conditions will cause a
loss of the heading valid signal supplied to the HSI and the monitor ground to the
Autopilot Computer:

(a) low voltage to the directional gyro power supply

(b) improper wheel speed of the spin motor

(c) fast sync (manual synchronization)

The HSI receives three-wire compass information from the C-14A and uses it to
move a compass card to the proper location. The three-wire compass information
is connected to the stator of a heading control transformer. As a change in
compass information occurs, the stator and rotor of the synchro are no longer
positioned for a null and a displacement signal is created in the rotor. This
displacement signal is then amplified and used to drive the dc torquer motor. The
motor is mechanically connected to the rotor of the heading synchro, so as the
compass card reaches its proper position, the rotor is moved to null the
displacement signal and the compass card stops.

Synchronization between the flux valve and the actual heading of the aircraft is
indicated by the compass synchronization annunciator of the HSI. When the + is in
view on the annunciator, the compass card is rotating in the counterclockwise
direction (actual heading greater than indicated). When the • is in view, the
compass card is rotating in the clockwise direction (actual heading less than
indicated). When synchronized, the annunciator slowly oscillates between the +
and the •.

The HDG flag in the HSI will be out of view when the servo null monitor is below its
threshold (compass card accurately represents aircraft headings), the internal
power supply is at its proper level, and the 28 V dc heading valid from the C-14A is
present. A 28 V dc heading valid signal is applied to 2J2-X and to the FZ-500,
when the HDG flag is out of view.

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2. Functional Operation of Sperry C-14A Directional Gyro

The output from the FVCT is tuned to 800 Hz and applied to the slaving amplifier.
The slaving amplifier output is then applied to the precession coils in the gyro and
to the annunciator.

The precession coils located on the outer gyro gimbal receive the error signal from
the slaving amplifier. The current through these coils creates a field which reacts
with the permanent magnet located on the inner gyro gimbal. This reaction creates
a torquing force which precesses the gyro in the vertical axis.

The directional gyro contains an electrically-driven gyro that is gimbaled with full
freedom about the outer (vertical or azimuth) axis, and with ±85 degrees of freedom
about the inner (horizontal) axis.

The gyro is maintained in a level position by a leveling torque motor located on the
outer gimbal case. This leveling torque motor is operated by controlled voltages
routed through a split ring leveling switch located on the inner gimbal. The
controlled voltages for the leveling action are obtained from the split-phase gyro
motor. The leveling torque motor is geared to the gimbal so that the torque is
applied to maintain the gyro wheel level with respect to the gyro case.

The automatic synchronizer causes the directional gyro to automatically align itself
to the magnetic heading of the airplane at a fast slave rate during the start-up
initialization cycle. This automatic synchronization can be manually initiated by a
cockpit-mounted, fast synchronization and manual slew switch.

NOTE: The C-14A, Part No. 2587193-47 contains a circuit (M1) that allows the
manual fast sync switch wiper to be grounded externally instead of being
connected back to the unit connector pin 1P1-A as required in all other C-
14, A or D units.

The power adequacy and wheel speed monitor continually monitors the following:

• Gyro motor control field voltage.

• Loss of electrical power to the system.

• Fast synchronization operation.

• Gyro spin motor speed.

• Power supplies.

In addition, the C-6 indicator servo loop excitation is monitored when operating
the system with the C-6 indicator.

The power requirements and bias voltage levels for the systems' operation are
obtained from the power supply.

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5.2 Appendix B: (Instrument Landing System)

A. GENERAL DESCRIPTION

Instrument landing system (ILS) facilities are a highly accurate and dependable
means of navigating to the runway in IFR conditions. When using the ILS, the
pilot determines aircraft position primarily by reference to instruments. The ILS
consists of:

a. the localizer transmitter;

b. the glide path transmitter;

c. the outer marker (can be replaced by an NDB or other fix);

d. the approach lighting system.

ILS is classified by category in accordance with the capabilities of the ground

equipment. Category I ILS provides guidance information down to a decision
height (DH) of not less than 200 ft. Improved equipment (airborne and ground)
provide for Category II ILS approaches.

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A Decision Height (DH) of not less than 100 ft. on the radar altimeter is
authorized for Category II ILS approaches.

The ILS provides the lateral and vertical guidance necessary to fly a precision
approach, where glide slope information is provided. A precision approach is an
approved descent procedure using a navigation facility aligned with a runway
where glide slope information is given. When all components of the ILS system
are available, including the approved approach procedure, the pilot may execute
a precision approach.

B. LOCALIZER

1. GROUND EQUIPMENT: The primary component of the ILS is the localizer,

which provides lateral guidance. The localizer is a VHF radio transmitter and
antenna system using the same general range as VOR transmitters (between
108.10 MHz and 111.95 MHz). Localizer frequencies, however, are only on odd-
tenths, with 50 kHz spacing between each frequency. The transmitter and
antenna are on the centerline at the opposite end of the runway from the
approach threshold.

The localizer back course is used on some, but not all ILS systems. Where the
back course is approved for landing purposes, it is generally provided with a 75
MHz back marker facility or NDB located 3 to 5 NM from touchdown. The course
is checked periodically to ensure that it is positioned within specified tolerances.

2. SIGNAL TRANSMISSION: The signal transmitted by the localizer consists of

two vertical fan-shaped patterns that overlap, at the center (see ILS Localizer
Signal Pattern figure, below). They are aligned with the extended centerline of
the runway. The right side of this pattern, as seen by an approaching aircraft, is
modulated at 150 Hz and is called the "blue" area. The left side of the pattern is
modulated at 90 Hz and is called the "yellow" area. The overlap between the two
areas provides the on-track signal.

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The width of the navigational beam may be varied from approximately 3° to 6°,
with 5° being normal. It is adjusted to provide a track signal approximately 700 ft
wide at the runway threshold. The width of the beam increases so that at 10 NM
from the transmitter, the beam is approximately one mile wide.

The localizer is identified by an audio signal superimposed on the navigational

signal. The audio signal is a two-letter identification preceded by the letter "I",
e.g., " I-OW ".

The reception range of the localizer is at least 18 NM within 10° degrees of the
on-track signal. In the area from l0° to 35° of the on-track signal, the reception
range is at least 10 NM. This is because the primary strength of the signal is
aligned with the runway centerline.

The localizer system consists of two transmitters with the one transmitter active
and the other transmitter on stand-by. The monitor system is an independent
system which monitors the localizer radiated course signal and is positioned a
predetermined distance from the localizer antenna. The monitor checks the
integrity of the localizer signal and if an error in the signal is detected then the
system switch over to the stand-by transmitter and a “change-over” is logged.
When the integrity of the localizer radiated signal is still not to the monitor’s set
standards the localizer system will shut-down and a “shut-down” will be recorded.
The system will activate an alarm which usually includes an audio alarm. To put
the localizer system back into operation it needs to be reset.

3. LOCALIZER RECEIVER: The localizer signal is received in the aircraft by a

localizer receiver. The localizer receiver is combined with the VOR receiver in a
single unit. The two receivers share some electronic circuits and also the same
frequency selector, volume control, and ON-OFF control.

The localizer signal activates the vertical needle called the track bar (TB).
Assuming a final approach track aligned north and south (see ILS Localizer
Signal Pattern figure, above), an aircraft east of the extended centerline of the
runway (position 1) is in the area modulated at 150 Hz. The TB is deflected to
the left. Conversely, if the aircraft is in the area west of the runway centerline, the
90 Hz signal causes the TB to deflect to the right (position 2). In the overlap area,
both signals apply a force to the needle, causing a partial deflection in the
direction of the strongest signal. Thus, if an aircraft is approximately on the
approach track bur slightly to the right, the TB is deflected slightly to the left. This
indicates that a correction to the left is necessary to place the aircraft in precise
alignment.

At the point where the 90 Hz and 150 Hz signals are of equal intensity, the TB is
centered, indicating that the aircraft is located precisely on the approach track
(position 3).

When the TB is used in conjunction with the VOR, full scale needle deflection
occurs 10° either side of the track shown on the track selector. When this same
needle is used as an ILS localizer indicator, full-scale needle deflection occurs at
approximately 2.5° from the center of the localizer beam.

Thus the sensitivity of the TB is approximately four times greater when used as a
localizer indicator as opposed to VOR navigation.

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In the localizer function, the TB does not depend on a correct track selector
setting in most cases; however, the pilot should set the track selector for the
approach track as a reminder of the final approach.

When an OFF flag appears in front of the vertical needle, it indicates that the
signal is too weak, and, therefore, the needle indications are unreliable. A
momentary OFF flag, or brief TB needle deflections, or both, may occur when
obstructions or other aircraft pass between the transmitting antenna and the
receiving aircraft.

C. GLIDE SLOPE EQUIPMENT

1. TRANSMITTER: The glide slope provides vertical guidance to the pilot during
the approach. The ILS glide slope is produced by a ground-based UHF radio
transmitter and antenna system, operating at a range of 329.30 MHz to 335.00
MHz, with a 50 kHz spacing between each channel. The transmitter is located
750 to 1,250 feet (ft) down the runway from the threshold, offset 400 to 600 ft
from the runway centerline. Monitored to a tolerance of ± 1/2 degree, the UHF
glide path is "paired" with (and usually automatically tuned by selecting) a
corresponding VHF localizer frequency.

Like the localizer, the glide slope signal consists of two overlapping beams
modulated at 90 Hz and 150 Hz (see Glide Slope Signal Pattern figure,
below). Unlike the localizer, however, these signals are aligned above each other
and are radiated
primarily along the
approach track.
The thickness of
the overlap area is
1.4° or .7° above
and .7° below the
optimum glide
slope.

This glide slope

signal may be
adjusted between
2° and 4.5° above
a horizontal plane.
A typical
adjustment is 2.5° to 3°, depending upon such factors as obstructions along the
approach path and the runway slope.

False signals may be generated along the glide slope in multiples of the glide
path angle, the first being approximately 6° degrees above horizontal. This false
signal will be a reciprocal signal (i.e. the fly up and fly down commands will be
reversed). The false signal at 9° will be oriented in the same manner as the true
glide slope. There are no false signals below the actual slope. An aircraft flying
according to the published approach procedure on a front course ILS should not
encounter these false signals.

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The glide slope system also consists of two glide slope transmitters with an
active transmitter and a stand-by transmitter. Similar to the localizer system, the
glide slope monitor system is an independent system which measures the glide
slope radiated signal with relation to either the glidepath angle or the
displacement sensitivity. It is positioned a predetermined distance from the glide
slope antenna. The monitor checks the integrity of the glide slope signal and if
an error in the signal is detected the system switches over to the stand-by
transmitter and a “change-over” is logged. When the integrity of the glide slope
radiated signal is still not to the monitor’s set standards the glide slope system
will shut-down and a “shut-down” will be recorded. The system will activate an
alarm which usually includes an audio alarm. To put the glide slope system back
into operation it needs to be reset.

2. SIGNAL RECEIVER: The glide slope signal is received by a UHF receiver in

the aircraft. In modern avionics installations, the controls for this radio are
integrated with the VOR controls so that the proper glide slope frequency is
tuned automatically when the localizer frequency is selected.

The glide slope signal activates the glide slope needle, located in conjunction
with the TB (see Glide Slope Signal Pattern figure, above). There is a
separate OFF flag in the navigation indicator for the glide slope needle. This flag
appears when the glide slope signal is too weak. As happens with the localizer,
the glide slope needle shows full deflection until the aircraft reaches the point of
signal overlap. At this time, the needle shows a partial deflection in the direction
of the strongest signal. When both signals are equal, the needle centers
horizontally, indicating that the aircraft is precisely on the glide path.

The pilot may determine precise location with respect to the approach path by
referring to a single instrument because the navigation indicator provides both
vertical and lateral guidance. In the Glide Slope Signal Pattern figure,
above, position 1, shows both needles centered, indicating that the aircraft is
located in the center of the approach path. The indication at position 2 tells the
pilot to fly down and left to correct the approach path. Position 3 shows the
requirements to fly up and right to reach the proper path. With 1.4° of beam
overlap, the area is approximately 1,500 ft thick at 10 nautical miles (NM), 150 ft
at l NM, and less than one foot at touchdown.

The apparent sensitivity of the instrument increases as the aircraft nears the
runway. The pilot must monitor it carefully to keep the needle centered. As said
before, a full deflection of the needle indicates that the aircraft is either high or
low but there is no indication of how high or low.

D. ILS MARKER BEACONS

1. GENERAL: Instrument landing system marker beacons provide information on

distance from the runway by identifying predetermined points along the approach
track. These beacons are low-power transmitters; that operate at a frequency of
75 MHz with 3 W or less rated power output. They radiate an elliptical beam
upward from the ground. At an altitude of 1,000 ft, the beam dimensions are
2,400 ft long and 4,200 ft wide. At higher altitudes, the dimensions increase
significantly.

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2. OUTER MARKER (OM): The outer marker (if installed) is located 3 1/2 to 6
NM from the threshold within 250 ft of the extended runway centerline. It
intersects the glide slope vertically at approximately 1,400 ft above runway
elevation. It also marks the approximate point at which aircraft normally intercept
the glide slope, and designates the beginning of the final approach segment.
The signal is modulated at 400 Hz, which is an audible low tone with continuous
Morse code dashes at a rate of two dashes per second. The signal is received
in the aircraft by a 75 MHz marker beacon receiver. The pilot hears a tone over
the speaker or headset and sees a blue light that flashes in synchronization with
the aural tone (see the Marker Beacon Lights figure, below). Where
geographic conditions prevent the positioning of an outer marker, a DME unit
may be included as
part of the ILS system
to provide the pilot
with the ability to
make a positive
position fix on the
localizer. In most ILS
installations, the OM
is replaced by an
NDB.

3. MIDDLE MARKER
(MM): Middle markers
have been removed
from all ILS facilities in Canada but are still used in the United States. The middle
marker is located. approximately .5 to .8 NM from the threshold on the extended
runway centerline. The middle marker crosses the glide slope at approximately
200 to 250 ft above the runway elevation and. is near the missed approach point
for the ILS Category l approach.

4. BACK MARKER (BM): The back course marker (BM), if installed, is normally
located on the localizer back course approximately four to six miles from the
runway threshold. The BM low pitched tone (400 Hz) is beard as a series of dots.
It illuminates the aircraft's white marker beacon light. An NDB or DME fix can
also be used and in most locations replace the BM.

E. LIGHTING SYSTEMS

1. GENERAL: Various runway environment lighting systems serve as integral

parts of the ILS system to aid the pilot in landing. Any or all of the following
lighting systems may be provided at a given facility: approach light system
(ALS), sequenced flashing light (SFL), touchdown zone lights (TDZ) and
centerline lights (CLL-required for Category II [Cat II] operations.)

2. RUNAWAY VISIBILITY MEASUREMENT: In order to land, the pilot must be

able to see appropriate visual aids not later than the arrival at the decision height
(DH) or the missed approach point (MAP).

Until fairly recently, the weather observer simply "peered into the murk", trying to
identify landmarks at known distances from the observation point. This method is
rather inaccurate; therefore, instrumentation was developed to improve the
observer's capability.

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The instrument designed to provide visibility information is called a

transmissometer. It is normally located adjacent to a runway. The light source
(see the Transmissometer figure, on the right) is separated from the photo-
electric cell receiver by 500 to, 700 ft. The receiver,
connected to the instrument readout in the airport
tower, senses the reduction in the light level between
it and the light source caused by increasing amounts
of particulate matter in the air. In this way the receiver
measures the relative transparency or opacity of the
air. The readout is calibrated in feet of visibility and is
called runway visual range (RVR).

3. RUNAWAY VISUAL RANGE (RVR): The RVR is

the maximum distance in the direction of take-off or
landing at which the runway or the specified light or
markers delineating it can be seen from a height
corresponding to the average eye-level of pilots at
touchdown.

Runway visual range readings usually are expressed in hundreds of feet. For
example, "RVR 24" means that the visual range along the runway is 2,400 ft. In
weather reports, RVR is reported in a code: R36/4000 FT/D; meaning RVR for
Runway 36 is 4000 ft and decreasing. Because visibility may differ from one
runway to another, the RVR value is always given for the runway where the
equipment is located. At times, visibility may even vary at different points along
the same runway due to a local condition such as a fog bank, smoke, or a line of
precipitation. For this reason, additional equipment may be installed for the
departure end and mid-point of a runway.

Runway visual range reports are intended to indicate how far the pilot can see
along the runway in the touchdown zone; however, the actual visibility at other
points along the runway may differ due to the siting of the transmissometer. The
pilot should take this into, account when making decisions based on reported
RVR.

Runway visual range is not reported unless the prevailing visibility is less than
two miles or the RVR is 6,000 ft or less. This is so because the equipment
cannot measure RVR above 6,000 ft. When it is reported, RVR can be used as
an aid to pilots in determining what to expect during the final stages of an
instrument approach. Instrument approach charts state the advisory values of
visibility and RVR.

Runway visual range information is provided to the ATC arrival control, sector,
the PAR position, and the control tower or FSS. It is passed routinely to the pilot
when conditions warrant. RVR information may be included in aviation weather
reports.

Ground visibility will continue to be reported and used in the application of take-
off and landing minima. At runways with a transmissometer and digital readout
equipment or other suitable means, RVR is used in lieu of prevailing visibility in
determining the visibility minima unless affected by a local weather phenomenon
of short duration.

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The normal RVR reading is based on a runway light setting of strength 3. If the
light settings are increased to strength 4 or 5, it causes a relative increase in the
RVR reading. No decrease in the RVR reading is evident for light settings of less
than setting 3. Pilots shall be advised when the runway light setting is adjusted to
4 or 5. If the RVR for a runway is measured at two locations, the controller
identifies the touchdown location as "ALFA and the mid runway location as
"Bravo".

In all cases, the pilot can request a light setting suitable for his or her
requirements. When more than one aircraft is conducting an approach, the pilot
of the second aircraft may request a change in the light setting after the first
aircraft has completed its landing.

Because of the complex equipment requirements, RVR usually is only available

at more active airports and not necessarily for all runways. If RVR equipment is
not available or temporarily out of service for a given runway, the pilot uses the
observer method to provide visibility information. In this case, the visibility is
expressed as miles or fractions of a mile. The relationship between RVR values
and visibility is shown below.

F. NDBs AT MARKER BEACON SITES

Additional aids may be available to assist the pilot in reaching the final approach
fix. One of these aids is the NDB which can be co-located with or replace the
outer marker (OM) or back marker (BM). It is a low-frequency non-directional
beacon with a transmitting power of less than 25 watts (W) and a frequency
range of 200 kilohertz (kHz) to 415 kHz. The reception range of the radio beacon
is at least 15 nautical miles (NM). In a number of cases an en route NDB is
purposely located at the outer marker so that it may serve as a terminal as well
as an en route facility.

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5.3 Appendix C: (Cockpit Voice Recording Transcript).

Accident flight on 1 June 2002.

Time Origin Phrases

PIC 120 at a 1000 feet a minute, should give you about 180
knots.
0448:38 PIC OK, vertical speed is looking good. So hit it there
and…..
0449:02 PIC OK, you can go 1018
CP OK, 1018 coming and DME we got 21miles.
PIC Daar’s hy.
0449:46 PIC See like my old friend used to say, I don’t tell you ???.
CP Emmm
0451:17 CP Ehh, what do you reckon for the trim?
PIC OK, the temperature round about tenish, so it will
be…about 80%.
CP Ja,
0451:31 PIC O, should be about 95.
CP Eight five, about 85%.
PIC 80 should be fine for this lot.
0452:10 PIC You could off-course have the choice, stay in the hold and
descend to three thousand five hundred, or slow down
drastically and just turn outbound and keep descending
to two thousand five hundred.
CP Ja.
PIC So the choice is yours.
CP Nine miles, what you reckon are we going to loose that
speed that quickly and (pilot-in-command) I don’t know if
we get down that fast.
0452:40 PIC Ja, but then we must have, you know, gear down and 22
flaps.
Alt alert Alert signal
CP Thousand to go
PIC That is checks…….
CP Maybe we should do one hold, hey.
PIC OK.
0452:50 CP Get myself sorted out.
PIC Then it is comfortable.
CP Ja.
0453:22 CP OK, the approach checks we have done as well.
PIC Ehh, we haven’t yet.
CP ….. that those then.
PIC We can do. And the approach checks says. Radio/Nav
equipment, except for the ILS its not , set. Altimeters,
1018 checked.
0453:45 CP 8000 feet we got.
PIC The water/methanol we’re going too…agg, I think we will

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 Ref. No: CA18/2/3/7510

go to stand-by.
CP OK.
0453:56 PIC And open.
CP Right
PIC En fuel heaters is auto and hold and flaps to come and I’ll
just heat up that one a little bit.
0454:10 CP OK, eeeh, the speed is good we can take some flap if
we want to, but you think that would be a good idea in
this case.
PIC Eeh, jaa, I would take at least 7 and a half.
0454:30 PIC There 7 and a half is set.
CP Thank you.
PIC Put the light out.
0454:45 CP We stay at 8000 till we over the beacon and then …..
PIC Ja
CP Descending turn, hey? What do we want to set this to
after that? Down to?
PIC 3500
CP OK.
0454:57 Alt alert Alert signal
CP Do that now.
PIC Eh, I mean, I know that on this heading the mountains are
way behind us so…
CP OK
0455:10 PIC I’ll give you 15 flap.
CP OK, thanks
PIC And then we can go down
CP OK
PIC This little bit of …..
CP Alright we can altitude select, eh.
PIC That’s him.
0455:23 CP And alt off.
PIC Daar’s hy.
CP Down to 35.
PIC And remember we must get the nose down to go down.
CP O, ja, it’s a….
PIC Its not going to happen.
0455:45 CP OK, nearly at the beacon.
0455:53 CP There goes the flag, so …. And we nail it at that rate of
descent, do we?
PIC A 1000 should be fine.
CP Ja, should go for that.
0456:09 CP Then we should hit the beacon in 15 to 20 seconds, eh
and turn left 112.
PIC That’s him.
0456:17 CP There goes the beacon.
PIC Daar hy.
0456:20 PIC R/T George Traffic Aquarius 201 is overhead Golf Golf Victor
transmis and joining the hold descending in the hold to 3 thousand

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 Ref. No: CA18/2/3/7510

sion 500 feet.

CP Start the watch.

during
the R/T
0456:40 CP That’s 15 seconds, 20 seconds turning left 112.
PIC OK.
CP Just bring her around.
0457:41 CP OK, going level on that, ehh, 1 minute from now, hey?
PIC Ehh, checks
0458:32 PIC 5 seconds to…
CP Ja, checks and round we go, left some more.
PIC And the turn out.
0459:21 CP One dot
PIC Sorry, (co-pilot)?
CP OK, radio was alive. One dot closing on thing.
PIC Oh, ja,
CP Says fly left a bit.
0459:39 PIC And 1000 foot to go.
CP Ja.
PIC So, more or less.
0459:45 Alt alert Alert signal
0500:43 CP A bit more intercept hey.
PIC Ja.
CP That’s better.
0500:58 PIC OK, now it is coming in nicely.
PIC OK, ….
0501:18 CP OK, hold 35.
PIC Hold is … on. Not that it matters much, because.
CP Very close to the beacon now, will leave that in.
PIC Go down shortly in any case.
CP OK.
0501:34 Alt alert Alert signal
PIC 500 coming in, 2500 is set.
0501:40 CP OK, overhead the beacon again.
PIC Altitude select on.
CP Turning left, turning left again 112
PIC Its set.
PIC And now we can descend at about 500 feet a minute and
…...
PIC OK
0502:02 Alt alert Alert signal
Alt alert Alert signal
0502:47 CP And we go out to…… After here we go out to 9 miles.
PIC Affirm
CP Right
0503:25 Alt alert Alert signal
0503:35 PIC OK, I will give you ILS

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CP Thank you
PIC One Zero One
CP One One Zero One, ja, OK.
0503:53 CP OK, 2500 feet. Four miles, Five miles to go.
PIC And there is no identification.
Radio Volume was turned up. Background noise with no signal.
CP Now we tracking 101.
PIC OK.
0504:27 CP I gonna go right a bit.
PIC Just give us D, oh ???. DME in hold, but ja, OK.
CP Zak down. Which is the hold on here?
0504:45 PIC You just turn that little knob.
CP This one?
PIC Ja.
CP This is as far right as it will go.
PIC Just come left and take it back to the right, but I think it is
alright.
0505:23 PIC And just flick that knob again please? Daar’s hy.
CP OK, we got it, eight and a half.
PIC OK
0505:39 PIC At nine miles…..
CP At nine miles we turn left.
PIC That’s him.
CP To intercept the ILS.
PIC We descend to… ehh
CP Ehh….. 845, ehh 850
0505:59 PIC 850, ja, which is 200 on here.
CP 200 on the rad alt.
PIC That’s it.
0506:11 PIC Now I am starting to see a bit of ground here, but it’s
not….
CP Oh, OK.
PIC But it is not wonderful, but …ehh.
CP What can we go down to?
PIC To ….
0506:23 CP Is it best to take the auto-pilot out or let it go down on it?
PIC No, let it go down on auto-pilot.
CP Ok, set this down to……850 feet.
PIC 850, ja.
Alt alert Alert signal
CP Oops.
CP Oh, would do 800, but it will do 900, won’t do 850
PIC OK, that’s fine.
CP I will select to go down, ehh.
0506:31 CP Ehh, where do we take the gear, at the outer marker?
PIC OK, ehh, just get down, just get down.
CP That’s it.
PIC We will take the gear…..
0507:04 CP Outer marker, ehh

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PIC Ohh, aag, at about one dot which is…..

CP OK
PIC Which is good to take it now, I think.
CP OK, it says fly up at the moment but, ehh
PIC Ja, correct, because……
0507:24 PIC And we are OK there
0507:35 CP I flags on, I’ve got flags on my side. Oh wrong ehh, ohh
got them both ja.
PIC Ja.
CP I’ve got a flag on my, CDI. How is yours?
0507:45 PIC OK, mine is fine.
CP OK, its indicating OK. It seems to be working OK, but …
ehh.
0508:02 CP Got to go down some more, hey.
0508:08 Key strk 5 key strokes could be heard.
0508:35 PIC OK, we’re on the slope, I give you…..
CP 22 and a half
PIC Give you 22 and a half,
CP Landing checks please
PIC Trim up.
CP OK, I’ve got some ground visual.
PIC 25 percent, OK and I suggest put your wiper on.
CP OK, which is here.
0508:56 PIC And we getting above the slope, we are not going down,
so lets get down.
CP OK, down.
PIC We are about a dot high.
0509:10 PIC The windscreen wiper, (co-pilot).
CP Ehh, it did not seem to wanna work.
PIC OK, just switch it on and leave it for a while.
CP Oh, ja.
0509:18 Alt alert Alert signal
CP OK, the autopilot going out, that’s ehh…..
PIC OK
Alert Alert signal
0509:30 CP Whoops, watch the speed (softly)
PIC Don’t dive it down like that, my goodness gracious me.
PIC Keep going down, keep going down, we not going down.
Go down, down we’re a dot high.
0509:53 PIC George traffic Aquarius 201 is final runway 29.
(Radio
transmis
sion)
PIC Remain a dot high, get down. Otherwise we are
not…..going …. We are two dots high.
0510:11 CP I’ve got glideslope flags on mine.
PIC Ja, so is mine….. OK. Oh ???? what have we got.
0510:23 Alert Two signals
signal

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CP There is the airfield there.

0510:33 Key strk 5 key strokes could be heard.
CP We miles too fast.
0510:54 PIC Bloody well see what is up. OK, lets go around.
Engines Hear the noise of the engines increase.
sound
CP Gear up, OK.
PIC Let’s climb up to three thousand five hundred feet.
CP OK
0511:26 PIC I would imagine that the ILS had failed.
CP Emm.
0511:46 Alert Alert signal
PIC Nou, ja, let’s turn out again on heading of 112.
0511:59 CP OK, turning left on one, one, ehh one zero two now. One,
one two.
PIC One, one, two, ja.
CP Turning left.
PIC OK, clear left.
CP I’ll keep climbing, ehh.
0512:12 Alert Alert signal
PIC And I have put the autopilot in for you.
CP OK.
PIC So get your heading bug.
CP Jaaaaa.
0512:44 PIC Is the heading bug on the left turn.
CP One, one, two, ja.
PIC OK, keep climbing, keep climbing and get that speed to
a reasonable one.
0513:12 Alt alert Alert signal
0513:23 PIC We are doing a 60 deg…. 45 degree angle of bank turn
right through the heading. Heading for the mountains
and let’s get the nose down so that we…..
CP Get some attitude properly, that’s better.
0513:45 PIC And descend down to 2500 feet again.
CP OK, one one two…..
PIC OK, autopilot is in for you again.
CP OK
0514:07 CP Down to two five.
PIC Affirm.
PIC And now how is your flag there, back again.
0514:15 CP Flagged again.
CP But it was the other end that they were talked about the
ILS being intermittent.
PIC Ja.
0514:31 Alt alert Alert signal
0514:44 PIC OK, we back to 15 flap.
CP Done.
0514:50 PIC Oh my, this is ridiculous, anyway let’s see. I’m giving you
the VOR again.

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CP OK
PIC OK, we back to VOR.
0515:31 PIC And we are maar, go back to 9 miles again
CP OK
0516:15 Alt alert Alert signal
PIC OK
CP OK
CP 9 miles coming, speed OK, turning left.
PIC Affirm
0516:33 CP Speed a bit high for the flap.
0516:56 GPWS Pull up
GPWS Pull up
GPWS Pull up
CP Pull up my chum.
GPWS Pull up
GPWS Pull up
CP What’s that there?
0517:18 CP 10 miles still.
PIC OK, that’s bearable.
CP OK
0517:25 CP That’s why they say max. 9 miles. Get that pull up.
PIC Ja, O, my liewe ???? man.
CP ?????.
0517:40 GPWS Pull up
GPWS Pull up
GPWS Pull up
0517:55 PIC OK, how is your flags now?
CP They OK at the moment.
CP OK, two and a half thousand.
PIC OK.
0518:06 CP That, the glide slope is out now it’s all out again.
PIC And we must go down.
0518:14 PIC Let’s just take a bit more power there. (engines spool
up)
0518:35 Alert Alert signal
PIC Let me take it.
CP You got it.
PIC ????? man.
0519:05 Alert Alert signal
0519:29 GPWS Pull up
GPWS Pull up
GPWS Pull up
Alert Alert signal
0519:50 GPWS Pull up
Alert Alert signal
GPWS Pull up

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5.4 Appendix D: (Instrument manufacturer inspection report).

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5.5 Appendix E: (Flux Detector Inspection Report).

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Compiled by:

Dr. A.L. de Kock Date : 5 May 2004

for Commissioner for Civil Aviation

Investigator-in-charge : ……………………………… Date : ……………..

Co-Investigator : ……………………………… Date : ……………

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