EK207 Jfk
Very glad that this was not a Big One. There was a EK training video made that showed how to fly RNAV / RNP approaches on to 13L/R @ JFK. Ludicrously complex and involved secondary flight plan swap @ low altitude. I commented on the complexity during RTGS and I may have just talked to the wall. To be frank, life was simpler flying a Carnarsie VOR and look for the lights. JFK ATC? Hmmm...I'll take the 5th on them as I have been the victim of their ill - tempered ire in the past but hardly a factor here.
A combination of EK / Airbus rocket science hard wired to rigid sops with a 'fear' of doing the wrong thing and subsequent tea, no biscuits and lashings of warning letters. Oh and a 12 hour tiring flight, inadequate rest facilities, punishing rosters, jet lag etc... Enough swiss cheese for you?
A combination of EK / Airbus rocket science hard wired to rigid sops with a 'fear' of doing the wrong thing and subsequent tea, no biscuits and lashings of warning letters. Oh and a 12 hour tiring flight, inadequate rest facilities, punishing rosters, jet lag etc... Enough swiss cheese for you?
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I've done the approach on many occasions. The VOR13L can be flown as an RNAV approach in the B777 (LNAV/VNAV). I think form memory the MDA is 800'. From there I disconnect the autopilot and manually fly the approach inside the aqueduct and over the Hotel. Allowing for wind and inertia, it can be a little tricky. My guess is that the PF has disconnected the A/P and increased his/her ROD beyond the normal 3 degrees to the point where a missed approach was the only alternative. I'm pretty certain that if the "John Deer" can do it, the A380 can do it managed.
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This is a very factual thread as far as I see it.
I feel for the pilots involved. I’m not EK, but history shows how your company deals with pilots who make mistakes.
Still, something seems to be very wrong in EK these days. Are you so occupied with procedures you have forgotten the basics? Forgotten to look out the windows? Forgotten the distance vs altitude rule?
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Thanks ibmpilot, that answers that question.
It's been a while but I've sure worked for an expat airline where a couple of nationalities seemed to thrive on complex procedures, personal techniques and extra callouts.
The more times you twist a knob or type in the box down low, the better it seemed to the sim gods.
I'm just a country boy tryin' to earn a livin'. Simple procedures are more likely to be accomplished correctly in my opinion.
Every time I do JFK in the simulator I get taught something different, very often by an instructor who is confused as to what is the correct procedure for this specific phase. We are so over-endowed with procedures, standard calls, techniques and FCU fiddling that we have turned what is a very simple approach and all other NPA's into an 800 pound gorilla, waiting to fall out of a tree.
Very glad that this was not a Big One. There was a EK training video made that showed how to fly RNAV / RNP approaches on to 13L/R @ JFK. Ludicrously complex and involved secondary flight plan swap @ low altitude. I commented on the complexity during RTGS and I may have just talked to the wall. To be frank, life was simpler flying a Carnarsie VOR and look for the lights.
The more times you twist a knob or type in the box down low, the better it seemed to the sim gods.
I'm just a country boy tryin' to earn a livin'. Simple procedures are more likely to be accomplished correctly in my opinion.
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Because there is no RNAV Approach for RWY13L.
To be honest JFK is one the absolute worst airports in the Western Hemisphere.
Giving non precision approaches with lead-in tight visual manoevring in marginal weather is an absolute insult to Safety, yet accepted by the FAA and all Operators, including the one I fly for. Luckily, we do train this approach almost every sim.
The whole JFK operation, from approach to taxi into the gate is full of Safety issues, compounded by less than impressive, obnoxious and non standard ATC.
To be honest JFK is one the absolute worst airports in the Western Hemisphere.
Giving non precision approaches with lead-in tight visual manoevring in marginal weather is an absolute insult to Safety, yet accepted by the FAA and all Operators, including the one I fly for. Luckily, we do train this approach almost every sim.
The whole JFK operation, from approach to taxi into the gate is full of Safety issues, compounded by less than impressive, obnoxious and non standard ATC.
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Runner, with all due respect, you might be flying into JFK on a daily basis , so it's familiar. Take a step back and put yourself in the shoes of people that flies into JFK twice a year. Most places stick to standard phraseology, so everyone is on the same page. I refer Germany as my favorite, English is their second language, but you never has to ask twice to what they want you to do and if you do, they are so nice and helpful instead of being shouted at.
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Runner, with all due respect, you might be flying into JFK on a daily basis , so it's familiar. Take a step back and put yourself in the shoes of people that flies into JFK twice a year. Most places stick to standard phraseology, so everyone is on the same page. I refer Germany as my favorite, English is their second language, but you never has to ask twice to what they want you to do and if you do, they are so nice and helpful instead of being shouted at.
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I could never do all those near-CFIT terrain escape maneuvers myself.
Next time, tell them folks in the JFK tower that you are Emirates and should be treated accordingly. I'm sure they will give you an appropriate response.
I've been to New York and a couple of other foreign countries as well.
Still, I somehow was expected to be able to shoot the Canarsie approach in widebodies, narrowbodies and bizjets over the years. Even in VFR weather conditions like the other day.
To all you guys that shouts at us ( Emirates), I want JFK ATC to take note of this as well as airbubba we fly 141 destinations everyday.
As an Emirates pilot, you are required to be ready to fly at any one of our destinations within 30 min. You as atc is sitting in your tower, so may I please ask that you take this into consideration . So please treat us accordingly.
As an Emirates pilot, you are required to be ready to fly at any one of our destinations within 30 min. You as atc is sitting in your tower, so may I please ask that you take this into consideration . So please treat us accordingly.
I've been to New York and a couple of other foreign countries as well.
Still, I somehow was expected to be able to shoot the Canarsie approach in widebodies, narrowbodies and bizjets over the years. Even in VFR weather conditions like the other day.
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Wow. Reading through this forum makes me embarrassed to call myself an airline pilot. You’d see more civilized debate from a bunch of 10 year olds. Every airline has incidents/accidents unfortunately, and every airline has a mix of excellent/average/below average pilots. Furthermore, no one here has any clue as to what exactly happened in this particular incident. Instead of waiting for the facts and then trying to learn from incidents like this some would rather resort to childish bickering and name calling about what part of the world you currently fly in. If you think that you’re such an ace pilot and perfect human being that you could never make a mistake I for one would prefer to never be on your airplane. We are after all only as good as our last flight. Sad and downright idiotic from a group of people who call themselves “professionals”.
Last edited by POTATOW; 10th Dec 2017 at 17:49.
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KJFK 050151Z 15010KT 10SM BKN037 BKN250 09/04 A3043 RMK AO2 SLP302 T00940044
KJFK 050051Z 14011KT 10SM OVC035 09/04 A3043 RMK AO2 SLP303 T00940044
What's wrong with 13L in that situation?
JFK was in a standard arrive 13L/22L, depart 13R configuration. Arrivals over CAMRN (south) and LENDY (north/west) get 13L. ROBERs (east) get 22L.
EK207 that day came from the north, so it was assigned 13L.
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Yet another track plot from ADS-B Exchange:
https://flight-data.adsbexchange.com...ate=2017-12-05
Looks like uncorrected pressure altitudes with less sampling than FR24 or WebTrax but consistent with the other sources.
They did get pretty slow on the pull up it seems. For a CFIT EGWPS warning on the A380 do you pull the nose up to the command bars which gives you stick shaker?
https://flight-data.adsbexchange.com...ate=2017-12-05
Looks like uncorrected pressure altitudes with less sampling than FR24 or WebTrax but consistent with the other sources.
They did get pretty slow on the pull up it seems. For a CFIT EGWPS warning on the A380 do you pull the nose up to the command bars which gives you stick shaker?
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besides what happened here , what I would like to say is at JFK ATC and operation is proper 3rd world..shambolic.
Flown in to JFK many times and I have not seen a worst airport than this.
This airport is a major accident waiting to happen due to the arrogance and incompetence of their 3rd world ATC.
Flown in to JFK many times and I have not seen a worst airport than this.
This airport is a major accident waiting to happen due to the arrogance and incompetence of their 3rd world ATC.
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Without doubt destination familiarity and recency make a huge difference.
Presumably that is why many carriers have either specific crews for specific regions or as with some of the more interesting destinations, crews specifically picked and trained for a particular destination. Madeira being a case in point.
Most operators have crews that have done their apprenticeship and first commands on narrow bodies and have 10s of thousands of combined hours on the flight deck.
This is not the situation in EK where there are no narrow body aircraft. For many captains a B777 or A380 is their first command. This combined with an equivalent lack of hours in the RHS must make the cheese holes bigger.
This is NOT blaming the guys in the seats, the lure of big white shiny jet as a first command is a big draw (for some).
Maybe the introduction of, or implementation of regional specialised crews, based on ability, not seniority just may go a long way to reducing or stopping the repetition of these close calls.
ps. I do not think ATC were a big factor in this, however, JFK is standard with JFK and nowhere else. I have also been nearly seriously screwed by them in bad weather.
Presumably that is why many carriers have either specific crews for specific regions or as with some of the more interesting destinations, crews specifically picked and trained for a particular destination. Madeira being a case in point.
Most operators have crews that have done their apprenticeship and first commands on narrow bodies and have 10s of thousands of combined hours on the flight deck.
This is not the situation in EK where there are no narrow body aircraft. For many captains a B777 or A380 is their first command. This combined with an equivalent lack of hours in the RHS must make the cheese holes bigger.
This is NOT blaming the guys in the seats, the lure of big white shiny jet as a first command is a big draw (for some).
Maybe the introduction of, or implementation of regional specialised crews, based on ability, not seniority just may go a long way to reducing or stopping the repetition of these close calls.
ps. I do not think ATC were a big factor in this, however, JFK is standard with JFK and nowhere else. I have also been nearly seriously screwed by them in bad weather.
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100% Correct
Because there is no RNAV Approach for RWY13L.
To be honest JFK is one the absolute worst airports in the Western Hemisphere.
Giving non precision approaches with lead-in tight visual manoevring in marginal weather is an absolute insult to Safety, yet accepted by the FAA and all Operators, including the one I fly for. Luckily, we do train this approach almost every sim.
The whole JFK operation, from approach to taxi into the gate is full of Safety issues, compounded by less than impressive, obnoxious and non standard ATC.
To be honest JFK is one the absolute worst airports in the Western Hemisphere.
Giving non precision approaches with lead-in tight visual manoevring in marginal weather is an absolute insult to Safety, yet accepted by the FAA and all Operators, including the one I fly for. Luckily, we do train this approach almost every sim.
The whole JFK operation, from approach to taxi into the gate is full of Safety issues, compounded by less than impressive, obnoxious and non standard ATC.
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You coming across as a jackass, holier than thou “I got my shut together- why don’t you?” Karma has a way of taking guys like you down - just wait Mav.
I don’t know of many EK pilots who troll US forums ‘dancing on graves’ - but there seems to be a lot of schadenfreude at mom from my fellow Americans- chillax - it’s not us you have the beef with -we are FELLOW line jockeys.
I really feel for this crew - not because of the error they made (Unlike some) - but because they knew in those moment after of “uh oh - we screwed up” - that while they were preparing to come around and fly the 22 approach - they were fubar’d, pending upgrade gone, final warning coming, safety Dept position in question, Augmentors interrogation on PM’ing, possible downgrade, possible termination - yada yada yada.
The big one will come here not because of the error, but because of the cloud of punitive measures that are coming, as a crew tries to fix errors- because they know that with Fleet , unlike with a good trainer, resilience in getting it on the ground - will be met with swift, warped justice
Tragic
Air bubble
Simple is as simple does hey?
Clearly you don’t fly airbus.
There is no stick shaker. You don’t follow the command bars. You do pull full back stick which will get you to alpha max.
The rest of your diatribe shows just as much ignorance as the above post.
Flion has hit the nail on the head. Well said Flion.
They did get pretty slow on the pull up it seems. For a CFIT EGWPS warning on the A380 do you pull the nose up to the command bars which gives you stick shaker?
Clearly you don’t fly airbus.
There is no stick shaker. You don’t follow the command bars. You do pull full back stick which will get you to alpha max.
The rest of your diatribe shows just as much ignorance as the above post.
Flion has hit the nail on the head. Well said Flion.