TNAG-2856-FCO40-4109-Hong-Kong-compensation-claim-regarding-Korean-Air-Lines-Flig-1993 — Page 128

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2.19

2.19.1

f) the aircraft would not have made the required heading changes at

waypoint passage.

Comparison of winds reported by KE 007 and KE 015

The winds reported by KE 007 were 270/55 kt for NEEVA (15:58 hours) and 320/45 kt for NIPPI (17:07 hours); KE 015 reported 355/40 kt at NIPPI (17:14 hours) and 310/65 kt at NOKKA (18:31 hours). At 18:05 hours KE 007 and KE 015 exchanged wind information, KE 007 reported 215/15 kt whilst KE 015 reported 040/35 kt.

2.19.2

As a result of the exchange of wind information at 18:05 hours the crew of KE 015 asked why their aircraft was encountering a tailwind component not experienced by KE 007 and was overhauling KE 007. The crews believed that both aircraft were on R20 and that KE 015 was four minutes behind KE 007 and 2 000 ft higher up. The crew of KE 007 after a pause responded "maybe it can be so." The acceptance of the inconsistency between the winds reported by each aircraft pointed to a reduction in the situational awareness amongst the crew of KE 007.

2.20

2.20.1

KE 007 crew activities

There was no indication of physical incapacitation of the flight crew evident in their conversations on the flight deck or with KE 015 recorded on the CVR.

2.20.2

A study of the schedules of the crew since they left Seoul on 27 August 1983, revealed that although they had not exceeded the crew duty time limits they had significant time zone changes on each flight. After flying from Seoul to Anchorage they had a 22 hour break and after continuing to New York 31 hours rest where the local time was 13 hours behind Korean time. Having started their adjustment to the eastward time zone change they then headed west to Anchorage with a 5 hour time zone difference and after 11 hours 45 minutes rest in Anchorage departed for Seoul.

2.20.3

This disruption to their Circadian rhythms had the potential to affect their fitness for duty particularly as Korean Air Lines' schedules were typically long haul east/west flights with basic three member flight crews and the crews were operating a high percentage of the permitted crew duty time. There was thus a potential for fatigue due to the continual disruption of the crew member's basic rhythms. Such fatigue might have suppressed the crew's ability to take an active interest in the progress of the flight. On the long overwater flight, which was planned along an airway system with only minor heading changes required at waypoints, the crew might have been content to accept the indication of waypoint passage without performing the normal navigational checks.

2.20.4

Analysis of the CVR indicated a normal, relaxed atmosphere on the flight deck associated with long flights. The crew was interacting jovially with each other and, as was commonplace in such circumstances, discussing matters unrelated to the flight which indicated they were unaware that the aircraft was off its intended track. There was some indication by the first officer that he was finding the flight tedious which would be improbable if the crew was deliberately transgressing a prohibited area.