Air India B788 descends to 200 ft over water at HKG
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Air India B788 descends to 200 ft over water at HKG
On 20 October 2018, an Air India Boeing 787-8 aircraft, registration VT-ANE, flight number AI314 descended below the glideslope on approach to HKG. Crew went around but came within 200 feet of the water:
https://aviation-safety.net/wikibase/wiki.php?id=219044
(Incidentally the same a/c as the one involved in the incident at ARN recently Air India plane DEL-ARN gets stuck in building)
https://aviation-safety.net/wikibase/wiki.php?id=219044
(Incidentally the same a/c as the one involved in the incident at ARN recently Air India plane DEL-ARN gets stuck in building)
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Glide path fluctuations on 07R HKG are a known phenomenon, hence the broadcast on ATIS. Surely in those circumstances you would brief accordingly and be primed to disconnect the AP as soon as you noticed an abnormal behaviour rather than watching the manoeuvre - the vis was 10k...?
VHHH 07R is normally used for departure or cargo aircraft as it is next to the freight apron. Unusual to get it for normal arrivals. 07L has frequent windshear so you can't win.
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Is there an RNAV approach available for 07R? Why not prepare for that?
Two warnings for glide path fluctuations with more than suitable weather for an RNAV approach makes it the sensible option surely?
Two warnings for glide path fluctuations with more than suitable weather for an RNAV approach makes it the sensible option surely?
Last edited by Callsign Kilo; 6th Dec 2018 at 07:54.
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ATC is normally not monitoring the glide , just azimuth . In addition even if they did , the transponder mode S ALT will need to be detected normally by a rotating SSR antenna, so would take a few seconds to be displayed and another few to transmit the info which would likely be : XXX check or confirm altitude. , GPWS is much faster . It worked well here. Good reaction from the crew, Lesson to be learned ? Oh yes, these cautions warnings on the ATIS to start with More aimed at waiving responsibility from the Airport, authorities than helping the crews. .
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Does it make sense to monitor distance v altitude: OH YES!
Wonder why so many of our LTC/TRI/TRE advise cadets and old folks' like me there is no need to do so once GS captured as ILS has a sufficient protected area...
Please allow me to do at least the odd check as per old days, it could prevent the EGPWS sounding in the first place, avoiding such a low recovery requirement.
Wonder why so many of our LTC/TRI/TRE advise cadets and old folks' like me there is no need to do so once GS captured as ILS has a sufficient protected area...
Please allow me to do at least the odd check as per old days, it could prevent the EGPWS sounding in the first place, avoiding such a low recovery requirement.
Does it make sense to monitor distance v altitude: OH YES!
Looks like in this case the GS went for a ride and the autopilot obliged. The crew recovered and regrouped.
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Wonder why so many of our LTC/TRI/TRE advise cadets and old folks' like me there is no need to do so once GS captured as ILS has a sufficient protected area...
Is there an RNAV approach available for 07R? Why not prepare for that ?
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Downgrading to a LOC approach would be an option..
Relying of a unreliable signal to make an instrument APP is not really my cup of (Chinese) tea.
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ATC is normally not monitoring the glide , just azimuth . In addition even if they did , the transponder mode S ALT will need to be detected normally by a rotating SSR antenna, so would take a few seconds to be displayed and another few to transmit the info which would likely be : XXX check or confirm altitude. , GPWS is much faster . It worked well here. Good reaction from the crew, Lesson to be learned ? Oh yes, these cautions warnings on the ATIS to start with More aimed at waiving responsibility from the Airport, authorities than helping the crews. .
Would probably be prudent to just switch off the glideslope when the ceiling allows LOC approaches, especially if that problem occurs regularly. Or just keep the area in front of the glideslope antenna clear even when the weather is good.
And while the reaction to being low was good, being so low in the first place while the runway is in sight not so great though.
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Why not just fix the problem with G/S. It cannot be that difficult. Or just say G/S not available. It is another case of making holes in the system for some one to fall through one day. This time the pax were lucky. Still pilots get blamed for failing to see the ditch.
https://timesofindia.indiatimes.com/...w/66967735.cms
https://timesofindia.indiatimes.com/...w/66967735.cms