First attempt, whether they were too high or too low, proper response of the crew, right? Second attempt, no signs of sweat.
This being a Professional Pilots forum I'm interested in what they did differently such that there was a different outcome. How had they made the 1st approach; VNAV or V/S? Why are there no Alt/DME checks below 1600'? (shown on the offered charts post #17). Was the 1st approach a 'dive & drive' and they went below MDA? Was the 2nd approach a CDA? What is Westjet's SOP for such a profile?
I am curious about the chart profile. 3 degrees = 320'/nm. You start at 4.8nm from THR.
Charted FPL is 2.98 and is reflected in the G/S at 140kts being just <750fpm. So that jives. It then shows the 'M' at 1.9nm from THR and a MDA or 486' AGL starting from a TOD 1586' at 4.8nm.
Using 3 degrees (a little steeper) you would be 1536' AGL at 4.8nm. The chart is 1586'? At 1.9nm on a CDA 3 degrees you'd like to be 608' AGL; the chart shows 'M' as 486'AGL. Thus on a CDA 3 degrees you'd hit 486' AGL after the 'M' at 1.5nm to THR. Indeed, the 2.98 dotted line appears to cross below the MDA level at 'M'.
So is this a dive & drive NPA? Descend at 1000fpm to 500QNH and level until flying into PAPI's?
The required VIS 3500m, is just enough to give threshold in sight at 1.9nm which coincides with 'M'. There are no approach lights, so 'the beach' is not good enough.
I would suspect an A330 flies a CDA. I've never been there, but is the GA flown passing 2nm DME or at 500' QNH. My point being that on a CDA 500' QNH is not at 2DME, but later. At 2nm DME you'll still be above MDA. On a Dive & Drive the GA will be 2nm from level flight.