NZ60 Erroneous ILS Incident, Apia

An Air New Zealand 767 encounters a malfunctioning ILS Glideslope system which forces it to go around. A saftey instructional video discusses the event and the ramifications regarding the operation and use of the Instrument Landing System

[@Cello69.]

@pasoundman, speaking as ILS tech, the monitors are there to detect such absence. The tech obviously engaged the monitor bypass feature and readiated HMI and walked away from the system. This is something I would ONLY do if I completely NOTAM the GS out of service. Even then I would dummy load the air borne signal just in case. In the case where a normal signals loses its SBO (90 and 150) the transmitter would immediately shut itself off.

[@Cello69.]

@NZtegmen, you're right. Although... Im not a pilot (ILS Tech), but in the past when I NOTAMed the ILS "un-monitored" it was because a communication line sending monitored signal back to the tower and maint was cut, hence ILS unmonitored. The actual ILS air borne signal was perfect. This was verified at the actual sites. His Glideslope was left radiating Hazardous Misleading Information HMI, a big no no in the FAA.

[@iiifly]

wow - very informative i'll keep that in mind if i ever encouter a similar situation (no relative movement of the glideslope indicator regardless of the VS on localizer.) The scary thing is that you could intercept the outermarker at the appropriate altitude and establish what you'd deem as an appropriate descent rate and believe that your just flying fantastically today. This is one case were complacency could kill. I'd like to see the whole sequence, any place to get it???

[@mervdillon]

Where did you get the original video from?

[@Lew747]

I don't get why the GPWS would not detect and alert the crew? Well spose this is a mountainous region?

[@Crashman2]

This is great; thank you for posting.

[@musicalmiller]

Wow... wish they mentioned this stuff in the IFH! Very good to know.

[@ilarikousa1500]

It's covered in the European instrument rating, which is quite a lot more challenging theoretically than the FAA version.

[@Joshoc]

wheres the rest of it??

[@edwarddoyle5585]

Wow, very informative video.

[@BE36pilot]

US approach charts have an altitude restriction on the chart & an altitude that you should be at when crossing the outer marker or Final Approach Fix to avoid false glideslope indications or errors of this nature. If you are at the designated crossing altitude & not at the marker or FAF you should not continue the approach. I got caught with a false glideslope in flight school forty years ago and got an unsat grade I try to always make that check, might forget once & a while but not often.

[@DauntlessAviation]

A close call and telling story, to be sure.. Once can't help but notice that this incident was in the year 2000 - a $100 automobile GPS would have given them a good cross-check. While of course for a number of reasons an Air New Zealand crew wouldnt do that, I do know many pilots starting their carers flying for third-tier operators in the middle easy who do actually use hand hald gps as almost the primary nav source for LARGE aircraft (MD80, 767) even today. Dauntless Aviation

[@Avantime]

I've seen someone tie the windsock to a rock on the ground so that the pilots think the wind is calm and land instead of diverting. It happened in PNG, and yes it was a true story.

[@firegrass21]

It's true....

[@Dmetrey437]

4:14 - did he say oh shit?)

[@JehanKateli]

+Dmetrey437 yup

[@Kg277]

90 and 150 hootz