Originally Posted by batushka;[url=tel:11546272
11546272[/url]]Just saw this incident on avherarld and remembered of you
What a surprise, another incident caused by AB inadequate pilots, at least according to Latvian accident/incident investigation unit which blamed pilot selection for another AB incident.
Again, AB pilots gave a roller coaster experience to the passengers with massive speed changes, pitch oscillations and violent maneuvering.Not conducting a missed approach is clearly a gross negligence. There was no loss of situational awareness. They climbed during the ils approach so they knew very well they weren't where they should be.
Luckily we won't watch it on that popular tv series
Incident: Baltic BCS3 at Palanga on Jul 1st 2023, high rate of descent below minimum safe height, approach continued
By Simon Hradecky, created Friday, Nov 24th 2023 19:00Z, last updated Friday, Nov 24th 2023 19:00Z
An Air Baltic Bombardier C-Series CS-300, registration YL-CSA performing flight BT-375 from Riga (Latvia) to Palanga (Lithuania), was on approach to Palanga's runway 19 about to perform an ILS approach. About 11.5nm before the runway at 2000 feet the crew activated the APP autopilot mode, the descent rate increased to 2950 feet per minute below 1600 feet. The crew disconnected the autopilot at 1465 feet AGL (according to RADALT), the rate of descent decreased to 500 fpm before increasing again below 1200 feet AGL. 9nm before the runway threshold, while extending the landing gear, the aircraft descended below 1000 feet AGL at 133 KIAS, at 860 feet AGL the gear was completely extended. 8nm before the runway threshold, at 216 KIAS, flaps 1 were selected, the descent rate stabilized at 700 fpm for about 25 seconds followed by a climb of about 1500 fpm up to 1300 feet, which the aircraft maintained for about 40 seconds. At 5nm before the runway threshold the aircraft began to descend again still being more than 2 dots below the glidepath. The aircraft descended through 1000 feet AGL again at 900 fpm sink rate and 2.1 dots below the glideslope at 135 KIAS. A TAWS warning sounded, the aircraft levelled off at about 880 feet, the trajectory was corrected at 2.5nm before the runway threshold and the aircraft continued for a safe landing in the runway's touch down zone.
According to information The Aviation Herald received the crew was aware of possibly false localizer signals at Palanga according to NOTAMs, however, did not discuss this possibility during their approach briefing. When the crew activated the APP mode, the aircraft captured a false localizer signal immediately followed by capturing a false glideslope signal sending the aircraft into a steep dive. The crew disconnected the autopilot at about 3000 fpm sinkrate and initiated recovery, the aircraft reached a minimum height of 800 feet and 2nm offset from the extended runway centerline about 9nm before the runway threshold. Due to loss of situational awareness the crew did not initiate a go around but continued the approach. Due to terrain there are constraints to the approach procedure designs.