TNAG-2856-FCO40-4109-Hong-Kong-compensation-claim-regarding-Korean-Air-Lines-Flig-1993 — Page 92

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1.13.2.2

A KAL flight release sheet was prepared by the flight operations officer on duty. It contained the following information:

1.13.2.3

a) general data: flight number (KE 007) aircraft registration (HL7442), estimated time

of departure and estimated time of arrival;

b) mass and balance calculation;

c) take-off data;

d) fuel calculations including reserve fuel for diversion to alternate airport (Kimhae -

40 minutes), holding (30 minutes) and contingencies (10 per cent);

e) weather information; and

t) copies of NOTAMs regarding airport maintenance work at Seoul/Kimpo International Airport and the closing of runway 09/27 at Osan Airport. The pilot-in-command was informed that the Anchorage VOR/DME was out of service.

The flight release sheet was signed by the pilot-in-command. He also approved the mass and balance calculations which showed that the mass and balance of the aircraft were within limits for take-off and for the landing in Seoul.

1.13.3

Use of headset/speaker

1.13.3.1 The use of headsets during climb and approach was a company requirement. At cruising altitude, the use of either headsets or speakers was at the discretion of the pilot-in-command.

1.13.4

1.13.4.1

Aircraft lighting

Aircraft HL7442 was not equipped with white strobe anti-collision lights. The red anti- collision rotating beacons and the navigation lights were on when KE 007 left Anchorage. The KAL logo light on the vertical fin was normally illuminated but its use was at the discretion of the pilot-in- command. It was common practice for many airlines, including KAL, to fly at night with window shades lowered.

1.13.4.2

The lighting of the flight deck during cruise (dimmed or fully illuminated) was at the discretion of the pilot-in-command.

1.13.5

1.13.5.1

Radio communication

Company procedures required the distress frequency 121.5 MHz to be monitored throughout flight. The procedure with the VHF radios was for 121.5 MHz to be set on VHF 1, leaving VHF 2 to be used for ATC while VHF 3 was on standby and was normally used for company communications and ATIS. The DFDR radio transmission keying parameters showed that KE 007 used VHF 2 for communications with ATC and VHF 3 for company communications including communications with KE 015. As VHF was to be tuned to 121.5 MHz no transmissions were