CG A320 near CFIT
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CG A320 near CFIT
From today's AIN:
Nice work boys, now how can we blame the company??
Nice work boys, now how can we blame the company??
Distraction Cited in Airbus Near CFIT
An Airbus A320 on approach to Gold Coast Airport in Queensland, Australia, on March 31 descended to just 500 feet above the ground before either of the two pilots realized they had mis-set the aircraft altimeter. The Australian Transport Safety Bureau (ATSB) reported that 15 minutes before beginning their descent, the crew received the altimeter setting from the ATIS and transferred the information to the cockpit takeoff and landing data card. After programming the correct approach into the aircraft’s flight management guidance system (FMGS), the crew became distracted. The captain, while talking to ATC, missed a flashing “BARO REF” message on the panel indicating the correct altimeter had not been entered into the computer. The first officer, who was acting as the pilot flying, eventually entered the altimeter setting but chose an incorrect number. As the aircraft descended through the transition altitude, the first officer said, “Set QNH 1025,” and the captain, unaware the number was erroneous, entered the same value in his altimeter. The first officer completed the roll-out onto final approach at about 1,000 feet agl. At approximately 500 feet agl, the first officer realized something was wrong, but was unable to initiate a go-around before the aircraft’s “TERRAIN” warning sounded at 159 feet agl. The aircraft was able to complete a successful go-around and returned for a safe landing.
An Airbus A320 on approach to Gold Coast Airport in Queensland, Australia, on March 31 descended to just 500 feet above the ground before either of the two pilots realized they had mis-set the aircraft altimeter. The Australian Transport Safety Bureau (ATSB) reported that 15 minutes before beginning their descent, the crew received the altimeter setting from the ATIS and transferred the information to the cockpit takeoff and landing data card. After programming the correct approach into the aircraft’s flight management guidance system (FMGS), the crew became distracted. The captain, while talking to ATC, missed a flashing “BARO REF” message on the panel indicating the correct altimeter had not been entered into the computer. The first officer, who was acting as the pilot flying, eventually entered the altimeter setting but chose an incorrect number. As the aircraft descended through the transition altitude, the first officer said, “Set QNH 1025,” and the captain, unaware the number was erroneous, entered the same value in his altimeter. The first officer completed the roll-out onto final approach at about 1,000 feet agl. At approximately 500 feet agl, the first officer realized something was wrong, but was unable to initiate a go-around before the aircraft’s “TERRAIN” warning sounded at 159 feet agl. The aircraft was able to complete a successful go-around and returned for a safe landing.
So between 1000-500ft the crew are just sitting there following the magenta line and then suddenly at 500ft discover something's not right then took another 341ft to initiate a Go-Around.
Sounds like neither one of them was paying too much attention to the big picture outside. Day, VMC, surely someone was glancing outside during the base turn?
Out of interest how long does it take to initiate a Go-Around in an A320?
Sounds like neither one of them was paying too much attention to the big picture outside. Day, VMC, surely someone was glancing outside during the base turn?
Out of interest how long does it take to initiate a Go-Around in an A320?
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Originally Posted by ATSB
The captain first officer checked the QNH on the TOLD card and realised an incorrect QNH had been set.
The Australian Transport Safety Bureau (ATSB) reported that 15 minutes before beginning their descent, the crew received the altimeter setting from the ATIS and transferred the information to the cockpit takeoff and landing data card
All this could be solved if tower gave QNH like every other country......
Jetstar pilots are scum. None should be flying jets. The recruitment standards are just too low. They should all have stayed at operators like Qantaslink, Rex, airnorth, cobham, network, skippers, Skywest where all the really bad pilots are. This would have allowed the guys born with 4 gold bars to have exclusive rights to fly jets in Australia.
Kurunch = comedian.
PS having done Qantas and jetstar interviews and being accepted by both, they were exactly the same. Even at the same facility in Melbourne. Same sim, same sequence, same phsych, same provider (shl). Only difference was Qantas had an FO in the interview with HR. Jetstar had a senior check captain.
Jetstar pilots are scum. None should be flying jets. The recruitment standards are just too low. They should all have stayed at operators like Qantaslink, Rex, airnorth, cobham, network, skippers, Skywest where all the really bad pilots are. This would have allowed the guys born with 4 gold bars to have exclusive rights to fly jets in Australia.
Kurunch = comedian.
PS having done Qantas and jetstar interviews and being accepted by both, they were exactly the same. Even at the same facility in Melbourne. Same sim, same sequence, same phsych, same provider (shl). Only difference was Qantas had an FO in the interview with HR. Jetstar had a senior check captain.
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yes yes yes, heard it all before. JQ is a bunch of kids while QF are the masters of the game.
You think QF haven't had a fair share of cock ups?
737 nearly hitting a hill, 767 stick shaker while swapping seats, 744 altitude bust while swapping seats, 737 nearly ran out of gas, blah blah blah.
Be very careful pointing fingers.
You think QF haven't had a fair share of cock ups?
737 nearly hitting a hill, 767 stick shaker while swapping seats, 744 altitude bust while swapping seats, 737 nearly ran out of gas, blah blah blah.
Be very careful pointing fingers.
