EK207 Jfk
Here, emphasis mine:
Originally Posted by Killaroo
A little Commuter Jetstream appeared at the Holding Point on the opposite side of the runway and was given barked instructions to line up after a landing Air France A330 on short finals, and be ready immediate.
If Air France was on short finals [sic] I guess it means he hadn't passed.
Originally Posted by Killaroo
A little Commuter Jetstream appeared at the Holding Point on the opposite side of the runway and was given barked instructions to line up after a landing Air France A330 on short finals, and be ready immediate.
If Air France was on short finals [sic] I guess it means he hadn't passed.
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Still, I somehow think you've got me confused with someone else.
I don't think I've said much at all here about JFK ATC except that they don't do those conditional takeoff clearances as far as I know.
However, it was good that the tower controller was watching and gave a couple of low altitude alerts to let the Emirates crew know something was wrong. EGPWS alerts are sometimes inhibited until very late on non-precision approaches due to configuration as one recent Airbus CFIT mishap at BHM showed.
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Okay feel free to question my English comprehension. So WTF does ‘short finals’ mean in bogan?
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Great. We’ll do it right after your governing authority adopts realistic FAR 117 style Rest rules for longhaul esp when you operate in US airspace. Let me know when your lot gets with that program.
Last edited by shedsd330; 12th Dec 2017 at 03:24.
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Read a fair amount of bunk in this, my 10 cents.
The ‘Visual’ call is standard in the states to allow tighter separation to traffic ahead, same in Dubs.
Last time I went to JFK, a couple of months ago, we flew the carnasie approach.
Ignored VOR approach as per LIDO text, pluged the RNAV approach in the FMS which flies the VOR and the turn, flew it Nav / FPA; then looked out the window to make sure it is matching the real world.
It flew us nicely round the corner and we then disconnected at 200 feet and landed.
There is no doubt it is less than ideal there are 3 pages dedicated to the approach that subtlety differ. For those of you from the stoneage that say WTF to ‘ignore the VOR’. The VOR is just a poorer RNAV overlay.
So choices; possibly wrong approach in FMS, didn’t read the text for the approach or pressed Approach button.
If you press the Approach button it dumps you in the weeds, seen that in the sim ; that would be my guess.
Big picture seems a bit of a screw up, picked up at some point, MAP carried out from about 500 feet and safe return.
Cue 6 pages of slagging crew, aircraft, JFK ATC, all US controllers and Emirates plus their management. Off flying tomorrow, I hope I don’t do anything to raise the ire of my sympathetic colleagues😱
The ‘Visual’ call is standard in the states to allow tighter separation to traffic ahead, same in Dubs.
Last time I went to JFK, a couple of months ago, we flew the carnasie approach.
Ignored VOR approach as per LIDO text, pluged the RNAV approach in the FMS which flies the VOR and the turn, flew it Nav / FPA; then looked out the window to make sure it is matching the real world.
It flew us nicely round the corner and we then disconnected at 200 feet and landed.
There is no doubt it is less than ideal there are 3 pages dedicated to the approach that subtlety differ. For those of you from the stoneage that say WTF to ‘ignore the VOR’. The VOR is just a poorer RNAV overlay.
So choices; possibly wrong approach in FMS, didn’t read the text for the approach or pressed Approach button.
If you press the Approach button it dumps you in the weeds, seen that in the sim ; that would be my guess.
Big picture seems a bit of a screw up, picked up at some point, MAP carried out from about 500 feet and safe return.
Cue 6 pages of slagging crew, aircraft, JFK ATC, all US controllers and Emirates plus their management. Off flying tomorrow, I hope I don’t do anything to raise the ire of my sympathetic colleagues😱
No DME at the threshold makes gross error check trickier.
Manually tune ILS so there's a GS presented always helps when doing these curved visuals/circling approaches onto an ILS runway (I don't know whether an ILS can be manually tuned in the 380...).
Manually tune ILS so there's a GS presented always helps when doing these curved visuals/circling approaches onto an ILS runway (I don't know whether an ILS can be manually tuned in the 380...).
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The distance/altitude checks are based on DME from CRI so pretty straight forward. And yes you can manually tune an ILS on the 380. It's really not necessary though considering you already have a vertical deviation indication on the PFD with the RNAV selected in the box.
short flights long nights
Bloggs..have you ever flown into JFK..and dome the approach we are talking about?
short flights long nights
What, a Dome Coffee shop, what are you talking about?
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No DME at the threshold makes gross error check trickier.
The trouble is, many at EK inhabit a space where a common sense approach is overridden by procedures that merely increase complexity as the various stakeholders seek to justify their influence and rely more than ever on infallible technology without ever considering that pilots can and will do just as good a job. The primary reason they think this way is simple, these very same stakeholders are themselves almost to a person intimidated by anything that isn’t straight forward or something that is slightly unusual or challenging, therefore the assumption is made that a procedure is required to mitigate the challenge as they judge that a normal line pilots skills are inferior to their own.
NCE is another airport where this has been highlighted which will in time present similar type events.
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They did that in YYZ some years ago and "exited" at the end, should we blame YYZ ATC?