The ONLY type of approach where it had anything more than a purely advisory function is in Cat 2 and Cat 3 ILS approaches.“First Officer: A thousand feet above the ground, rate and speed good.”“The report’s main argument against this explanation is that a qualified pilot would not make this mistake, knowing they were flying over uneven terrain.” That’s a failure of nerve, imagination, or knowledge by the report writer — nerve from worries about how the pilots’ union would attack any suggestion of pilot error (and the airlines would attack any suggestion their policies&procedures were weak), knowledge because even 50 years ago there was some understanding of how loosey-goosey (or downright strange) some pilots were, or imagination because mistakes are always possible — and much more possible when there are documented interferences (the coordinator butting in repeatedly) and failures of attention (the lack of such formal procedures as were standard even 50 years ago). Instead, they use navigation beacons to align the aircraft with the runway and then they follow ‘step downs’ which allow them to descend safely towards the runway. The recommendations are also at best very weak on a factor that Sylvia pointed to last week: the pilots were unfamiliar with the airport and their employer was not required to review the airport with them. This means that the flight crew aren’t receiving a glide slope that will lead them directly to the runway like they would with an ILS approach. Why? The aircraft sank an additional ninety feet.Here’s the big question: what, exactly, did the call-outs mean? It’s possible that he, like the first officer, was relying on his radio altimeter. There was never an opportunity to evacuate and no chance of survival.The increase in power and halting the descent imply that the captain had decided to go around, which fits in with the swath cut through the trees. Shouldn't they…My mistake -- the latest balloonist was in Arizona -- not as empty as Australia, and enough air traffic on…Larry allegedly had a parachute (and had jumped before). My question is, the GPWS doesn’t warn when the aircraft “hits” the runway, right? However, the Southern Airways DC-9 Operating Manual did not make such a distinction, but rather accentuated its use for all instrument approaches by stating that, “Two separate radio altimeter systems…are provided to obtain precise altitude information above the ground at minimum decision [sic] altitude (MDA). There were some good songs, that Autumn and that radio became much of my world.I had returned to school on a limited basis, and was taking an “Aviation” class; basically Private Pilot ground school.
The passengers who weren’t team members or functionaries would have been especially noisy boosters, e.g. If they’d had the runway in sight, they would have seen the silhouette of the tree, a clear obstacle blocking out the runway lights.Instead, they flew right into it. The theory also assumes an unlikely dual human failure in that the captain was either also using his radio altimeter or did not recognize the differences between the barometric altimeter and the altitude information called by the first officer and was relying on the latter. Now if we look at the callouts in the table again, we can see that each is about 200 feet higher than the FDR reference to the actual altitude of the aircraft. Both had rest periods (20 and 18 hours respectively) before reporting for duty.So it isn’t surprising that they weren’t all that worried about the chart. This information is essential to the pilot in his decision to land or initiate a go-around maneuver.” All 75 occupants, including 71 pas- The aircraft was destroyed. Click here for more details and to make a request! This had nothing to do with the actual sector that he was in and it was in Now, as long as the flight crew were still monitoring their altitude separately and following the non-precision step-downs, that wouldn’t matter. From there, they can either try again, if they think the visibility is improving, or they can divert to an alternative airport: one which has better weather or a runway with an instrument landing system, which will guide them to almost over the threshold even if visibility is bad.In 1970, the Tri-State airport had a localiser which offered horizontal guidance to the flight crew.
It makes me wonder.I am also surprised that the FO seems to have missed the descent from 400 ft above threshold to 100 ft. And the fourth call, the important one, to show that they’d reached their MDA, doesn’t match up however we look at it.Now, this isn’t an exact science.
Its amazing how simple problems can cascade into tragedy.That’s fascinating. Other than that, though, the conversation doesn’t really help us to know what they were thinking or why they continued the approach past the MDA.There’s clear issues with the cockpit resource management, as has been pointed out in the comments. Furthermore, the first officer called out airspeed in terms of a number (“Hundred and twenty-six”) instead of a reference speed, which is indicative of a go-around rather than a continuing approach. Thank you for that.
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