BA plane lands at Accra with runway blocked?
More thread drift.......
Is "side step" to the parallel a US exclusive? Can't say as I have seen reference to it in ICAO or national procedures
Is "side step" to the parallel a US exclusive? Can't say as I have seen reference to it in ICAO or national procedures
Is "side step" to the parallel a US exclusive?
Still fun tho' !! Not often one got to play with A Really Big Aeroplane near to the ground (except occasionally at Kai Tak with a cross wind of course )
Quite common in the US, detailed in the Airman's Information Manual and sometimes charted with specific ILS mins. Then again, "moving tin" is a factor.
GF
GF
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AL
This scenario is an HS125 overflying an obstacle and landing on a reduced LDA.
NOTHING to do with my present company or type or their modus operandi! Neither have I suggested my own course of action. Be careful who you slur
See post #19 part of which
Just a final note. Our present limit for a sidestep/curved approach/circling is wings level at 300', very possibly manoeuvring over airport hotels, built up areas etc at lower levels. JFK13L comes to mind. Do other companies have higher/lower limits?
This scenario is an HS125 overflying an obstacle and landing on a reduced LDA.
NOTHING to do with my present company or type or their modus operandi! Neither have I suggested my own course of action. Be careful who you slur
See post #19 part of which
@ my UK airfield the whole process for this type of thing is covered by Departmental Instructions in the Airport Manual.
It takes into account the position & height of the obstruction etc & gives a revised LDA (i.e. full LDA minus strip minus RESA minus length blocked by obstruction). Revised declared distances would be NOTAM'd & put on the ATIS. Refer to CAP168 for the official info.
It takes into account the position & height of the obstruction etc & gives a revised LDA (i.e. full LDA minus strip minus RESA minus length blocked by obstruction). Revised declared distances would be NOTAM'd & put on the ATIS. Refer to CAP168 for the official info.
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It was many years ago in 1970's (perhaps before some respondents were born) when pilots were airmen and, thank God, allowed to make professional and safe judgements. "If there's doubt there is no doubt" has been around a very long time, and true professionals have always used it to gauge an unorthodox scenario. Has no-one hear never landed on a WIP displaced threshold? Nowadays the youngsters here, or perhaps the rule making bodies, would require a displaced PAPI to carry out such a manoeuvre. The question was asked to ATC; they replied that it would be very helpful, so we did.
For 'Al Murdoch', we didn't land on an occupied rwy. Everything in front of us was un-occupied. (it's Ok Al, tongue in cheek)
End of story; nothing more to add.
For 'Al Murdoch', we didn't land on an occupied rwy. Everything in front of us was un-occupied. (it's Ok Al, tongue in cheek)
End of story; nothing more to add.
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Speaking hypothetically - seeing as this event remains unverified: until somebody comes up with proper evidence (as opposed to a made up scenario) that this was a dangerous act, then I will consider it to be an example of good captaincy 
On the other hand, if it had been Ryanair we would now be on Page 36.
My suspicion is that this is a total non-event and certainly not worth 6 pages of anyone's time.
My suspicion is that this is a total non-event and certainly not worth 6 pages of anyone's time.
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There is only a certain amount of "what if?" you can reasonably do: for example, 09R at LHR has a dual carriageway and a petrol station 4-500m from the far end... This has not, to my knowledge, stopped anyone taking off or landing.
In some states, risk maps are produced around runways to indicate where the risk of a collision is above an acceptable level (methodology and limit as described by the relevant safety body/ies) and thereby where permanent structures cannot be located.
I suspect the petrol station FullWings is referring to is just outside of this risk area.
I would suggest that whilst the risk of a collision would be higher when there is an aircraft parked within that risk boundary (i.e. sat on the centre-line somewhere down the runway), the boundaries are there to protect third parties from danger, not the aircraft that is arriving/departing. So as long as that jet is unoccupied, it's probably* not an issue in this context. I doubt they have risk maps in Accra anyhows.
*I say probably because I'm neither an expert nor a pilot (sic).
