ATSB
- Called it a Dive and Drive. It isn't. Could have been flown as a CDFA using the DME for a profile (as done for decades by some Australian RPT jet operators). Nice load of motherhood and brotherhood from FSF though...
-Mish mash of approach charts: half of the Jepp chart but profile diagram of the FAA chart! Publish the complete chart used by the crew. FAA "remain within 10nm" not on Jepp chart.
-No comment on the apparent absence of the charted procedure turn.
-No recommendation to review/increase the TA. Ridiculous to have it at 5000ft.
-No analysis of company procedures to re-initialise the IRS on the threshold prior to takeoff (810m error before takeoff). In any case, actual map shift was irrelevant to this incident (even though the crew cancelled the first EGPWS warning on map=shift concerns).
-No mention of any VASI.
-Failure to hammer Aviate Navigate Communicate in relation to the Flight Info Service updates (page 17).
-risk amplified by "the location and height of the missed approach point, which was well below a normal 3 approach profile" Seriously??
Originally Posted by Teemm
That operator has been flying the 737-200 and now the 737 Classics all over the Western, Central and South Pacific since 1974 which is 44 years without an accident and crewed from the beginning by Australian pilots. Pretty good porch monkeys I would say, wouldn't you?
Not sure I'd agree with that, TM. That must have been a regular approach, but there appeared to be no SOPs for conducting it, based on what the ATSB said eg distance cutoff for landing straight in on 05, lack of profile...
That Airbus incident is a bit of a worry too, particularly the (in) actions below 1000ft...
As usual, lots of lessons for us all, pity that the standard of the report and lack of punchy criticisms/recommendations by the ATSB means learning opportunities lost...