According to reports out of Seoul, South Korea, the identities of at least 65 out of the 179 people confirmed dead have been determined after a South Korean Jeju Air Flight 2216, carrying 181 people, crashed at an airport. Shocking footage of the tragic crash has also surfaced.
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According to CNN, just two people of the 181 aboard a South Korean jet have survived one of the worst, deadliest plane crashes to hit South Korea since 1997. At the time, a Korean Airlines Boeing 747 crashed in the Guam jungle, leaving 228 dead.
On Saturday (December 28), a Boeing 737-800 Jeju Air flight, carrying 181 people, was arriving at the Muan International Airport (180 miles south of the South Korean city of Seoul), from Bangkok, Thailand, when its landing gear malfunctioned, causing the plane to hit the runway, skid off, and set fire, killing 179 people.
The Jeju Air Flight 2216 is said to have departed from Bangkok shortly after 2 a.m. local time (2 p.m. Saturday ET), according to the flight-tracking platform FlightAware. The South Korean Jeju Air flight was carried 181 people, comprising 175 passengers and six crew members, according to Joo Jong-wan, Director of the Aviation Policy Division at South Korea’s Ministry of Land, Infrastructure and Transport.
The Director reported that at least two of the passengers were Thai, making most of the rest of the people aboard the flight Korean. Joo Jong-wan added, “The pilot declared mayday after issuing the bird strike alert,” after crashing, the jet was “completely destroyed.”
According to Director Joo Jong-wan, the plane initially attempted to land on the airport’s Runway 1, however, the control tower issued a bird strike warning to the pilots and instructed them to land on the opposite side, on Runway 19. A minute later, the pilots sent a mayday signal over a bird strike and attempted to make it to Runway 19.
However, while passing over the runway, the plane hit a structure, failed to lower its landing gear, striking a safety system called a localizer, which guides landing, and skidded across the runway before crashing into a barrier/wall and bursting into flames. According to a video that has since surfaced, the tail of the plane was the only part that appeared to remain intact as flames engulfed the South Korean jet.
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Following the deadly airport crash of the South Korean Jeju Air flight, carrying 181 people, two survivors were pulled from the tail end of the wreckage with moderate injuries while 179 people have been confirmed dead. According to South Korea’s National Fire Agency, among those killed, at least 84 were women and 82 were men. The genders of 11 other victims have yet to be identified. The two that survived have been identified as crew members: a 25-year-old woman with the surname Koo and a 33-year-old flight attendant with the surname Lee.
A full investigation has been launched, which is estimated to take between six months and three years to complete. The South Korean jet’s manufacturer, Boeing, extended its condolences to the victims’ families, claiming it was in contact with the airline.
Additionally, Jeju Air released a statement and extended their own condolences and apologies to “everyone affected.” Jeju Air CEO Kim E-bae said, “Above all, we offer our heartfelt condolences and apologies to the passengers who tragically lost their lives in the accident and to their bereaved families. The CEO said the airline is taking “full responsibility for this tragedy” and that it would provide support for the passengers’ families
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MWX runway 19 has a Landing Distance 2800m. The end of RWY 19 is about 6 m below its threshold. The embankment is to raise the localizer array, to compensate for the runway slope. However, within the United States and Canada these would be required to be mounted on frangible support structures. You want the support structure to break-away and cause as minimal damage as possible in a scenario like this. You would not be allowed to construct an earth mound like this within 300m of runway/overruns. This localizer is about 150m off the overrun, which would violate North American Airfield criteria, but it’s a Korean Airport so regulations are different.
A Boeing 737-800 has three landing gears:
– Nose gear: Located at the front of the aircraft to support the front part of the plane during taxiing, takeoff, and landing.
– Two main gears: Positioned under the wings to provide support for the majority of the aircraft’s weight during taxiing, takeoff, and landing.
The Boeing 737 family of planes do have a hatch on the floor between the pilots that has a manual release for the landing gear, flaps can be electrically extended and standby hydraulics is available for leading edge devices, rudder and all other controls except spoilers have manual reversion. Ram Air Turbine (RAT) can deploy if an aircraft’s hydraulic systems are loose or fail.
Boeing 737-800NGs cannot dump fuel, so they burn fuel off in a holding pattern.
During belly landings the pilots attempt to land as early as possible at barely above stall speed. Belly landings carry the risk that the aircraft may flip over, disintegrate, or catch fire if it lands too fast or too hard. Belly landings are one of the most common types of aircraft accidents nevertheless, and are normally not fatal if executed carefully. In 2016, an Emirates flight in Dubai and a Red Air flight in Miami in 2022 both performed successful belly landings with no casualties. A Korean Air flight in 1991 executed a belly landing in Daegu, resulting in only minor injuries.
The flight landed very fast and very late. Did the pilots lose situational awareness? did they face external pressures that prevented adequate preparation?
Two crew members possibly sitting facing aft in the back, also wearing shoulder harnesses instead of just lap belts survived the crash.
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At 8:54 am the Boeing 737-800NG operating the Jeju Air Flight 2216 was authorized to land at Muan International Airport in South Korea. As the plane was preparing to land, it was warned at 8:57 am about the potential for a bird strike. A minute later, it issued a mayday alert.At 9:00 a.m, the plane attempted an emergency landing, being forced to go around again after the landing gear was not deployed. A minute later, it received authorization to attempt a landing from the opposite direction. Most pilots are trained for situations like this.
The crash occurred as the aircraft attempted to perform a belly landing,touching down 1,200m along the runway, sliding down the runway on the engine nacelles with a sustained nose-high attitude. It continued 250m past the runway threshold before colliding with an embankment holding the ILS array and exploding.
If they were in a stabilised approach the landing gear would be down WAY before the bird strike zone. The Boeing 737-800NG did a go-around with no problems.
Then nothing like this has ever happened, a plane comes in without landing gear, speed close to take off and on at least at 50% power until it contacted an object on the ground – Pilots missed alternate landing gear extension, alternate flap extension, approach and landing speed judgement, diversion, not correctly configure the aircraft for landing, way too fast, way too far down the runway before touchdown, 15-degree nose-up. Either a complete loss of throttle control or the pilots tried to climb out and it was too late.
We have seen pilots ignore repeated alarms in the cockpit, warnings from the GPWS many times including PIA8303 and Air France 447. This is more than likely another example of a crew doing everything other than what they should have been doing.
There are 3 hydraulic systems aboard the 737 – system A, B and Stand by. The A system powers the landing gear for retraction, extension, and nose wheel steering. The B system powers the flaps and leading edge devices, with an electric backup that can extend and retract the flaps. All have redundancy but a complete failure of all 3 hydraulic systems and the backup electrical system to operate the flaps is damn near impossible.
APU can provide electrical power to the electric motor driven pumps (EMDP’s) and thus supply hydraulic pressure. One of the amazing things that Captain Sullenberger did, when they first hit the birds on takeoff was immediately start the APU, before he did anything else, as I guess he knew he might lose both engine power from the birds.
Hydraulics not required for emergency use of flaps and landing gear on 737. Pilots should be able to manually drop the landing gear no matter what. Landing gear can be manually extended with the 3 red handles-Right Main, Nose and Left Main-behind crew seats on the floor, physically connected to each strut that when pulled releases the gear which falls and locks into place by their own weight and wind drag. On Boeing 737-800 NG, the manual extension handles will function with the landing gear lever in any position.
However it does take time. Crew only gave themselves 7 minutes to execute check lists and final between loss of signal on initial approach and attempted go around.
There’s really no explanation for the gear being retracted other than the pilot forgot. The Control Tower should have informed them that their landing gear was not down though. The aircraft won’t even allow use of thrust reversers unless you have main gear strut compression, in this case with the gear still retracted there may not be any thrust reversers nor spoilers available.
The lack of ADS-B during the final landing implies a complete loss of power.
Passengers from the same aircraft 2 days ago reported one engine kept switching off during the flight. The aircraft diverted to Incheon International Airport while operating Jeju Air flight 8135 to Beijing Daxing International Airport originating from Jeju International Airport. The aircraft was in cruise flight transiting the Yellow Sea at FL320 when the flight crew declared an emergency. A descent and diversion to Searle Incheon International Airport (ICN) was then carried out. Flight crew squawked emergency transponder code 7700, declaring an emergency when established on the descent on track to the diversion airport.
The aviation industry is built on redundancy and there are very few single-point failures in airplane design or airplane operations A combination of unlucky factors including ongoing mechanical issues, a bird strike, and poor crew resource management caused this crash. Also it appears the airport was expecting an emergency landing.
MWX runway 19 has a Landing Distance 2800m. The end of Runway 19 is about 6 m below its threshold. The embankment is to raise the localizer array, to compensate for the runway slope. However, within the United States and Canada these would be required to be mounted on frangible support structures. You want the support structure to break-away and cause as minimal damage as possible in a scenario like this. You would not be allowed to construct an earth mound like this within the runway overruns. This localizer is about 150m off the overrun, which would violate North American Airfield criteria, but it’s a Korean Airport so regulations are different.
My guessing
Birdstrike with severe damage on the right engine and crew incorrectly shuts down the left engine, losing both engines.
Immediate turn back to land tailwind opposite direction.
Split decisions, forgot the landing gear.
The plane wasn’t ready for that belly landing at all.
What about the battery backup systems? Aren’t the batteries capable of providing power to critical systems for more than 4 minutes?