BOAC;
Anyone check the Notams?
NOTAMs, especially historical ones, are difficult to track down. The following site is one of the best I've found in checking current and (for terminals I've checked), historical NOTAMs. Keep the URL but replace the last four letters with another ICAO designator.
Metars, TAFs and NOTAMs
Another difficult item to track down is historical weather. "OGIMET" has, so far, been of enormous help:
Formulario para peticion de mensajes aeronauticos , METAR/TAF Reports section.
"
Celebrating TAWS Saves, but lessons still to be learnt" is a good read on EGPWS.
In addition to the CAA report to which
nike refers, Air New Zealand has produced a 3-part video series, (
,
,
), on this incident.
Originally Posted by [B
sevenstrokeroll[/B], Post #13]which is why you should check your position on any approach...and why the outermarker and its published crossing altitude is important (or other similiar fix)
Absolutely.
So why do these cross-checks sometimes not occur? Rushed? Distracted? Singularly-focussed on a failed glideslope?...
The larger question is, why don't go-arounds occur when things do not seem quite right or when the approach becomes really unstable? There still seems to be a strong desire to continue an approach when all indications are that a go-around is required. Seen it in the data...why is this so?
PJ2