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1/8 statute mile (sm) in fog, the runway visual range (RVR)3 for runway 4 was variable between 1,600 and 2,400 feet, and the clouds were broken at 100 feet and overcast at 9,000 feet.4 At 0547:50, the cockpit voice recorder (CVR) recorded the first officer starting the approach briefing. About 3 minutes later, the CVR recorded a discussion between the pilots about entering the navigational approach fixes CARCO, ELREN, EISEN, and Hobby (HUB) very high frequency omnidirectional range (VOR) in the airplane‘s flight management system (FMS). The captain asked, —we can probably delete HUB though, can‘t we?“ The first officer replied, —yeah, we could ”cause we‘re gonna have that on here for our missed [approach point].“ (See figure 1 for the runway 4 ILS published approach chart.)
At 0558:50, the first officer contacted the Houston Terminal Radar Approach Control (TRACON) and reported, —approach…Gulfstream eight five Victor Tango‘s with you out of one eight zero for one one thousand [feet], [ATIS] information ”Kilo.‘“5 The controller cleared the flight directly to CARCO, adding, —when you‘re able for the ILS runway four.“ The first officer acknowledged the transmission; however, he read back, —ILS runway one four“ instead of — runway four.“ He then stated, —I‘ll set up our ILS, in here, one oh nine nine.“
At 0605:05, the Houston TRACON controller instructed the flight crew to descend to and maintain 3,000 feet. Radar data indicated that, about this time, the airplane was at an altitude of about 11,000 feet and was located about 29 miles northwest of HOU. At 0609:33, the first officer started the before landing checklist, and, about 1 minute later, he stated, —five miles…from CARCO.“ At 0610:43, the controller instructed the flight crew to turn left heading 070° and to maintain an altitude of —2,000 feet or above ”til established [on the] localizer.“ The controller then cleared the flight for the ILS runway 4 approach. At 0611:13, the first officer stated, —localizer‘s alive.“ (See figure 2 for the accident airplane‘s ground track.)
3 The RVR is the measurement of the visibility near the runway‘s surface. The measurement represents the horizontal distance that a pilot should be able to see down a runway from the approach end.
4 Altitudes referenced in this report from surface weather observations and terminal aerodrome forecasts are reported as height above ground level. All other altitudes referenced in this report are reported as height above mean sea level.
5 As noted previously, the first officer had actually received ATIS information —Quebec.“

Figure 1.  ILS runway 4 published approach chart. (Reproduced with permission of Jeppesen Sanderson, Inc. Not to be used for navigation.)

Figure 2.  Accident airplane‘s ground track.
An airplane performance study conducted by the National Transportation Safety Board indicated that, about 0611, the airplane was descending through an altitude of about 2,900 feet on a southeasterly heading when it started turning left to converge on the ILS localizer. The airplane continued descending during the inbound turn and leveled off at an altitude of about 2,300 feet. At 0611:41, the Houston TRACON controller instructed the flight crew to contact the HOU air traffic control tower (ATCT). About 16 seconds later, the first officer contacted the HOU ATCT and stated, —with you on the ILS.“ The ATCT controller reported calm winds and then cleared the flight to land on runway 4. The performance study indicated that, about this time, the airplane was still at an altitude of about 2,300 feet and was located about 11 miles southwest of HOU.
At 0612:15, the captain asked the first officer to get the RVR. He then stated, —I can‘t get approach [APR] mode on my thing.“6 The first officer replied that he could not get the APR mode to activate either. About 0613, the airplane descended through 2,000 feet. The airplane performance study showed that the airplane was about 1,000 feet below the glideslope about this time and that the airplane remained 600 to 1,000 feet below the glideslope until impact.
　
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