Some time ago the IOM CAA sent a Spanish operator home because the crew couldn't speak English well enough. Might this incident be related? Perhaps they couldn't fully understand the controller and thus did not realise that the weather was that bad.
As the gentleman before said if they had diverted they would have got their hands slapped. Manx 2 have had MORs for trying to land at RAF Warton thinking it was Blackpool. I am reliably informed that some crew have level 4 certification but need a Slovak/English speaking Pilot on board to cover for them, why? If they have level 4 they should be able to understand.
Remember a couple of years ago when it was blowing over 50 kts in the Irish Sea a Manx2 L-410 was blown off its main u/c so that the tip tanks scrapped along the taxi-way on Ronaldsway.
It was only a matter of time. To much get there itis. Manx2 are a ticketing agency not an airline. This is down to Flightline BCN not Manx2. Manx2 can walk away any time, nobody official can touch them as selling the ticket is not illegal and also means that they have no responsibility.
Last edited by rabcnesbitt; 10th Feb 2011 at 14:42.
No-one is going to wait for "the official report" for heavens sake - it might be years
On the contrary: everyone will have to wait for the official report. Anyone thinking they can learn from what they BELIEVE to be mistakes is highly likely to be making plenty of mistakes of their own.
...but we need to know what happened and why...
Not true. Your impatience does you no favours, Heathrow Harry in Haste.
I'll bet todays disaster will make a few people think again about approachs in bad conditions - for a while anyway
Why? What sort of extra thinking are you expecting people to do? If conditions are CatI, then CatI approaches are fine. If conditions are CatII, then a CatII approach needs to be made by CatII qualified crew, in a CatII certified aircraft, to a CatII runway. What extra are you proposing?
"I'll bet todays disaster will make a few people think again about approachs in bad conditions - for a while anyway"
Are you a professional avaitor?
That has to be the dumbest statement.
All pilots think hard about any approach. In bad weather they look at their limits, the aircraft's limits, the runway limits, the current & forecast weather and their fuel options and make a judgement. We plan to operate within the parameters and carry the legal and utlimate responsibility for our judgements but are trained to make those judgements.
Wow ! Hold your horses ! Neither Manx2 nor the contracted operators ever pushed anyone to fly below Minimas or above limitations or anything like that .My experience is that the Captain's decisions regarding diversions/LVP take offs/Icing/Wind... were always fully supported by the company(ies) as it should be . If one wants to chitchat about the accident ; I'd be more interested to hear your views about the position of the aircraft . How did it get upside down ? The fog might not be the only factor here .
I feel that something must be said about the speculation about the tragic crash today.
There's alot of posts some obviously not from professional pilots which speculate about the causes of this accident.
End of the day it will take time to discover the real reasons for the accident, and assigning blame to crew / operator is unfair and not what the aviation saftey culture is about. Remeber the pilots on board that aircraft was somebodies partner / family / son / daughter, and i feel at this sad time or any time its unfair to point the finger and blame without any findings or research being known or published.
so why dont we work on known fact instead of rumor and speculation when trying to learn from this accident.
Location: South of the Watford Gap, East of Potland
He may have gone about it in a more subtle way but silverhawk has only raised the subject of safety v the bottom line. There are dozens of pages held on this server not only about Ryanair and those foretelling disasters waiting to happen amongst the locos because of perceived 'lower standards' but also questions concerning fuel policy and fatigue. All thses matters are being driven by the 'bottom line' and he raises a legitimate concern that many authorities care to turn a blind eye to so give the chap a break.
stroppy - You may think hard about approaches and I think hard about approaches but regretably the standards to which you and I and the majority of professional pilots operate to are not universal, even within a well managed company with a sound training system. Just ask any TRI/TRE about what they see in the sim from some of your colleagues and some of the stories would make your hair curl. Sadly, the standards between NW European mainline operators and 'others' (even within our 'expanded' Europe and I'll include the kind of outfit Manx2 goes to for wet-lease services) is massive.
Rab C - I've also watched Manx2 and the original euromanx aircraft 'get in' when others have been going around. Common factor - low priced, wet-leases running on a shoe string. Indisputable.
From recollection, the ground beneath the approach to RW 17 at Cork has a significant up-slope gradient thus rad ht and baro ht would be appreciably different. Food for distraction. Is there any mention of this anomaly on the approach plate??
How many of us have continued an approach down to minima only to experience lower than reported conditions? Cork weather can change fast and conditions on the final (visual) segment of the approach may have been very different those reported.
Yes correct you can only continue past the OM/1000 AAL If the report Vis/RVR is above the minima, Nothing to do with cloud. And i do not work for Manx2 i work as a professional pilot and live on the island so im not sure about what CAT the manx2 was (lets not speculate now).
As far as number of approaches goes I've never heard of any rules about number of approaches that can be made in sequence or respective weather rules for this. As far as i am aware you just need the vis as detailed above and sufficent fuel for the approach a missed approach and divert plus the normal final reserve then there no limit on approaches.
But we dont know what happened and as said before we should learn from facts instead of blame on speculation.
I was also under the impression that the weather must improve x2 in order to make a 3rd approach?
FWIW I agree with the others here (e.g. Artie and Alex) in that there is no general rule. It will be down to the individual operator and will be stated in the carrier's Operations manual. For example our rule set ( and we are a JAROPS outfit) allows a third approach if the weather conditions are reported to have significantly improved.
Yes correct you can only continue past the OM/1000 AAL If the report Vis/RVR is above the minima, Nothing to do with cloud.
Yes but if after passing 4D/OM/1000' etc the RVR then falls below the required minima you may still continue down to DA.
We will all find out what has happened once the professionals have carried out their investigation. Hopefully a DFDR?CVR was fitted so we can all learn something. In the meantime thoughts with the family of all those concerned.