Posted by Bagheera at
http://www.pprune.org/forums/showthread.php?t=283048
Let me tell you a story.....
About 8 years ago I was working as a ground movement controller as part of a team of 5 (Air, Ground, tower assistant, Approach and approach assistant). It was a winter weekend, a quiet day, approaching dusk with a low sun in the sky at the upwind end of the runway.
The Air controller cleared somebody for take off and gave a conditional clearance to an operations vehicle to enter behind for a runway inspection, both clearances were heard and read back. At this time there was an ATP on a closing heading for the localiser about 9miles out, obviously working Approach. The frequency in Tower went quiet.
The ATP was now on a 5 mile final and tower tried to contact with a "xxx123 are you on frequency?" They then turned to me and said "My frequency sounds dead". I selected the tower frequency on receive only and got him to try again. I heard nothing. I switched to transmit and tried....Nothing.
The tower assistant picked up on what was going on and was grabbing for the Aldis lamp and the red and green lenses. Tower told him to attach the red and show it to the operations vehicle on the runway (which was travelling away from us and the landing aircraft) and then to the landing aircraft, now inside 4 miles. Meanwhile I contacted approach and told them if they had the aircraft or re-established contact to sent it around. They transmitted blind as did I on the ground frequency. The aircraft continued to a blocked runway and time started to slow down in that horrible way.
The approach assistant, meantime, got in touch with airfield operations and told them to try the vehicle on the base operations frequency and tell it to vacate immediately.
We saw in tower as the the ops vehicle swerved off the runway on to the grass and clear of the runway strip. The tower assistant switched to the green lens and shone it at the ATP now 2 miles from touchdown. The tower controller had been transmitting blind and now the radio delivered feedback and he confirmed the landing clearance and got a readback.
Whilst taxying in I explained to the aircraft that we had a comms failure and asked if he had seen the lights. The pilot responded that he had believed that it was the aircraft that had the comms failure, that the PNF had been trying to sort it out, that yes he had seen a bright green light but wasnt sure what it meant, he had seen the runway was clear and so elected to land. I asked if he had seen the vehicle on the runway, after a period of silence he said that he had better call in.
The wash up...
If only the JCB hadnt dug through the cables...If only the stanby frequency hadnt taken so long to kick in...If only there wasnt an assumption that the frequency was quiet because it was a quiet day...If only there wasnt an assumption that the problem was on the aircraft...If only the landing aircraft had been on frequency when the ops vehicle was cleared onto the runway...If only the ops vehicle had inspected towards the landing aircraft...If only the setting sun hadnt hidden the ops vehicle from view...If only the PNF hadnt been heads down trying to sort the problem out...If only they knew their light signals and where to look for them...etc etc
These could have been the points I would have been thinking and saying at the subsequent board of enquiry. Fortunately the swiss cheese effect was defeated by good teamwork and maybe a little bit of luck.
Many of our procedures have changed and equipment been upgraded because of this incident. Please do likewise, plug the cheese as early as possible. If no landing clearance, GO AROUND.
The Oz regs state,
AIP ENR 1.1.13.4 A pilot in command must not land unless the specific clearance ‘CLEARED TO LAND’ has been received. (Their bolding, not mine, and no qualifications are attached)
CAR 167 Where aerodrome control is in operation at an aerodrome, the pilot in command of an aircraft forming part of the aerodrome traffic shall:
(a) maintain a continuous listening watch on the radio frequency authorised for communications with aerodrome control service, or, if this is not possible, keep a watch for instructions which may be issued by visual signals; and
(b) obtain, either by radio or visual signals, prior authorisation for any manoeuvre preparatory to or associated with taxi-ing, landing or taking-off.
CAR 169A A pilot in command:
(a) who contravenes regulation 166 or 167; or
(b) who flies an aircraft in contravention of:
(i) a rule specified in subregulation 168 (1); or
(ii) subregulation 169 (1), (2) or (3); or
(iii) a rule specified in subregulation 169 (4) or (5);
is guilty of an offence.
CAR 186 Where radio communication is being used, the pilot in command of an aircraft shall not thereby be relieved of the responsibility of keeping a look out for any instructions which may be issued by visual means.
ERSA EMERG 1.6.4 Note 1. If IMC or uncertain of maintaining VMC – Initial and subsequent actions by the pilot at the time of loss of communications will depend largely on the pilot’s knowledge of the destination aids, the air traffic/air space situation and meteorological conditions en route and at the destination. IT IS NOT POSSIBLE TO PUBLISH PROCEDURES THAT COVER ALL RADIO FAILURE CIRCUMSTANCES. (My bolding)
ERSA EMERG 1.9.1 At a controlled aerodrome if in receipt of directed aerodrome information and/or a landing clearance (eg a green light or voice modulated navigation aid etc) the pilot may continue a runway approach.
ERSA EMERG 1.9.2 If NOT visual at the circling minima, depart for suitable alternate aerodrome. However, if in receipt of directed aerodrome information indicating that a runway approach is available and the runway is available for landing, the the pilot may continue the descent to the appropriate minima and if visual land, otherwise depart for suitable alternate aerodrome.
ERSA EMERG 1.9.3 If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out additional approaches until visual.
So to answer the original question as put, you can not land without a clearance and since you are visual expect a green light. If that is not forthcoming in a timely fashion you are obliged to go around. As you are at 2 miles, and although visual at that point, it may be that the weather is below the circling minima. Now, if the loss of coms is due to a fire in the electronics bay and you become aware of the fact at 1.999999 miles, well ………………..!!!!!!!!