Right into the storm!
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Personally I would have held off.
Perfect place for microbursts AND he was low on the approach, 4 reds on finals. Unless there was a dire fuel emergency there was no reason not to hold off unitl the cell went through.
But we don't get the whole story from a YouTube video.
Perfect place for microbursts AND he was low on the approach, 4 reds on finals. Unless there was a dire fuel emergency there was no reason not to hold off unitl the cell went through.
But we don't get the whole story from a YouTube video.
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Wirbelsturm - totally agree but if you are going to make an approach make the chap in the RHS put the camera away and concentrate on what they are paying him to do. Looks great on youtube but not so good at the accident investigation.
Last edited by lurkio; 17th Oct 2012 at 13:01.
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I've seen this one before. The FOs WX radar pointing at the ground and displaying predominantly ground returns whilst flying towards a CB.
Airline WX radar training has been seriously lacking in both airlines I worked for.
Airline WX radar training has been seriously lacking in both airlines I worked for.
Have a look at the tilt. That was the TS that it was painting! Nine times out of ten they will get away with a landing like that but as AF found out in Toronto one day its going to bite you. Better off having the fuel to hold and wait for it to pass. Like some have said if you do have to go-around on short final you might just take on a whole new world of pain.
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Schoolboy stuff.... wait for it to go through or divert... if you don't have the fuel to do that then that is your fault... these are the decisions that us captains are paid to make... does no-one remember Dallas ? Obviously these two fools did not.
Last edited by Smudger; 12th Nov 2012 at 20:43.
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make the chap in the RHS put the camera away and concentrate on what they are paying him to do.
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These guys fly in that kind of c**p almost every day in these countries. I'd say that they have more local wx experience than some of u 6 flights a month long haul drivers
as I may get temporarly banned..
Last edited by de facto; 8th Dec 2012 at 03:47.
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Wirbelsturm . . .
..."he was low on the approach, 4 reds on finals."
Before turning "red," the left outer PAPI light in fact, remained illuminated white until 150 feet on short final, which technically is within visual glide-path limits of narrow body airplanes as this Fokker. The R/A altitude announced "50" (feet) crossing the threshold, and that's not "low." (B747 threshold crossing heights at standard ILS installations is typically 53 feet).
On this required ILS approach, there was no (below) "glide-slope" warning, so the flight path must have been within the limits of the electronic glide path.
As a side note: Why would you give preference to the visual glide path guidance on short final during an ILS approach when on profile?
Especially if it were a coupled approach, on-glide-path, . . . would you suddenly go-around if you caught a visual glimpse of four "reds" on a PAPI, on short final at 100, or 150 feet?
Last edited by GlueBall; 11th Dec 2012 at 14:13.
These guys fly in that kind of c**p almost every day in these countries. I'd say that they have more local wx experience than some of u 6 flights a month long haul drivers
