threedogtired
As I said so many armchair observations.
Well my "armchair" is the left seat of a commercial jet. Others here are in similar positions. Yours seems to be behind a desk, so please allow us a little latitude.
stillalbatross
Absolutely spot on.
All I would add is, the
only good thing that can come from this accident is a searching analysis of the way the CAA regulates SPIFR. Not likely of course, but still...
flyingkiwi
Some of you have made the comment "stick on the right track keep to your minima’s and you will never hit terrain", I agree in principle but you have never flown that particular approach.
I have, but it doesn't matter. The approach gives you the appropriate margins. If you are unhappy about the safety of the approach,
don't fly it. If you are at any time unsure of your position,
go around. If you don't want to take a second crack at it,
divert.
The NDB approach is regularly checked for accuracy, if it is outside limits, it would be withdrawn. If you look at the plate, you will find the crash location displaced about three miles from the approach centreline, and the chart has a clear warning about circling to the east. If you commence a missed approach at the right place on the NDB/DME ALFA (2D), that is
five miles west of the crash site. Unless of course I have got my facts totally wrong.
There is always the GPS approach of course...