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Peach aviation airbus almost lands in sea

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Peach aviation airbus almost lands in sea

Old 8th Jul 2014, 17:37
  #41 (permalink)  
 
Join Date: Jan 1999
Posts: 275
Oh, and by the way, Naha also has a requirement for departing aircraft to LEVEL OFF at 1'000ft on departure!
Can you imagine? A Heavy jet going from take-off thrust to level flight in about, what, 20 seconds? Altitude busts and flap over speeds are commonplace.
Loads of low level military traffic around too. Fast jets and choppers.
Watch out at this place.
Algol is offline  
Old 9th Jul 2014, 08:23
  #42 (permalink)  
 
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Clowns,

It's not that I didn't believe Algol, but I didn't think any airport could ever have such ridiculous constraints. But it does! Only the ILS 36 makes sense. Having such a stupid (dangerous) set of low level altitude constraints means that this place has set a trap for crews operating into and out if this airfield. A miss-set altimeter would quickly generate brown underpants. I also reckon unstable approaches and altitude busts are a daily occurrence. In my opinion, at airports like this SOPs do not apply because they can only be applied at standard airports.
Piltdown Man is offline  
Old 23rd Jan 2017, 04:25
  #43 (permalink)  
 
Join Date: Jun 2012
Location: Vietnam
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Well, just to set the record straight as I was the aircraft right behind him that day, we were both flying PAR approaches to RWY 18 - that's what he managed to screw up. And as far as the low altitude level off when you depart RWY 36, it's not a big deal, you simply use a low thrust setting (assumed, derate, etc.) and hand fly the aircraft if you aren't too trusting of the automatics.
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Old 23rd Jan 2017, 05:49
  #44 (permalink)  
 
Join Date: Apr 2014
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@HornetDrvr

Thanks for correcting the record. So the PAR approach provides glidescope and coarse guidance -- basically an ILS, only with the controller giving you guidance instead of the NAV?

Do you receive on glidepath/above/below calls and instructions to descend at a specific VSI or provided step down fixes?
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Old 23rd Jan 2017, 07:24
  #45 (permalink)  
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unworry :
So the PAR approach provides glidescope and coarse guidance -- basically an ILS, only with the controller giving you guidance instead of the NAV?
Well, it is a bit more complicated than that .
Radar Vectors and vertical guidance are given by the controller until DH ( or DA) then it is advisory info only below that,
But above DH the procedure says :
If an aircraft is observed by the controller to proceed outside of specified safety zone limits in azimuth and/or elevation and continue to operate outside these prescribed limits, the pilot will be instructed to execute a missed approach or to fly a specified course unless the pilot has the runway environment (runway, approach lights, etc.) in sight
So It would be interesting to hear the R/T on that one. Not on you tube yet ?
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Old 23rd Jan 2017, 11:19
  #46 (permalink)  
 
Join Date: Sep 2014
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In my company a loss off control is defined as a deviation from the intended flight path.
The phrase "intended flight path" isn't what you think it means. A better phrase might be, "a deviation from the commanded flight path".

In this case the captain "intended" to descend... (just from the wrong place). He commanded a 900 fpm descent by programming the AP and pulling the VS knob. The aircraft descended perfectly as commanded. There was never a deviation from the flight path the pilot set, so there was never a loss of control.

Had the aircraft impacted the terrain, we would have classified this as CFIT, not LOC-I.

Lots of holes in the swiss cheese on this incident, including the PF not verbalizing what he was doing, the PM being distracted by the continuous PAR instructions, and a trainee controller being complacent.
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Old 23rd Jan 2017, 14:48
  #47 (permalink)  
 
Join Date: Jan 2010
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Final report link

Official report issued July 28 2016

http://www.mlit.go.jp/jtsb/eng-air_report/JA802P.pdf
slast is offline  
Old 24th Jan 2017, 02:54
  #48 (permalink)  
 
Join Date: Apr 2012
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I've flown in here a few times , yes it's a gotcha if you aren't careful but a lot better with the RNAV on 18, 1000ft on restriction doesn't always apply but if it does, automation as early as possible and any gpws warnings are briefed.

What I didn't like was holding at 1000ft, very alarming for the passengers and cabin crew
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Old 24th Jan 2017, 04:29
  #49 (permalink)  
 
Join Date: Jul 2007
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Sitting "deaf , dumb and blind " to any dangers in the back, it was AWESOME flying into Naha in that Japan Asia Airways DC10-40 some years back. So long and so low to the water, you could almost reach out and shake hands with people in the boats. It was a highlight of my trip to Okinawa.


Question: Why not have the civilian flights stay high then drop down just in time while keeping the military jets low ? Would that be more dangerous for both?
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Old 24th Jan 2017, 07:17
  #50 (permalink)  
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Why not have the civilian flights stay high then drop down just in time while keeping the military jets low ? Would that be more dangerous for both?
Not a question of " more dangerous" but common sense , mil jets are faster on APP and drop altitude very fast , so keeping them above just make sense and easier to handle ATC wise.
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