Vistara UK944 lands with 200kg fuel
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I also await the responses ... to me (not a pilot but ex-ATCO) they were clearly juggling options in less than ideal weather conditions.
The report implies at fuel of 1260kg they accepted an instruction to climb to FL100 for another diversion. That scares me.
As good as forecasts can be, weather is unpredictable and can catch the best people out with little notice. They obviously started with a fair chunk of extra fuel.
There comes a point when you have to land and to me the safest action at the 1260kg fuel point would be to fly another approach immediately, declare a mayday as you know you'll be below final reserve, and quickly brief how you plan to fly an approach and it's doubtful you'll be visual at CAT1 minima (not sure of approaches available) but you will continue to land.
That said I'm using hindsight, and unfamiliar with the airfields.
As good as forecasts can be, weather is unpredictable and can catch the best people out with little notice. They obviously started with a fair chunk of extra fuel.
There comes a point when you have to land and to me the safest action at the 1260kg fuel point would be to fly another approach immediately, declare a mayday as you know you'll be below final reserve, and quickly brief how you plan to fly an approach and it's doubtful you'll be visual at CAT1 minima (not sure of approaches available) but you will continue to land.
That said I'm using hindsight, and unfamiliar with the airfields.
Junior trash
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If they went around from Delhi because of the tailwind on 29 why not land on 11? its also CAT3b. They had 90 mins of fuel at that point to wait out ATC changing runway. I have been to DEL so I know its easier said than done, but if its out of limits for 1 A320 then it is for at least some of the others too.
Lucknow 27 is also CAT3B so why would an RVR of 275m be an issue there? As Total Pressure says, even if the crew aren't CAT 3 trained or the aircraft isn't fully capable, surely, at some point the greatest threat to the aircraft is running out of fuel?
Is there something we don't know about the aircraft technical state either at dispatch or on approach?
Lucknow 27 is also CAT3B so why would an RVR of 275m be an issue there? As Total Pressure says, even if the crew aren't CAT 3 trained or the aircraft isn't fully capable, surely, at some point the greatest threat to the aircraft is running out of fuel?
Is there something we don't know about the aircraft technical state either at dispatch or on approach?
looks like 1260kg when they discontinued and started a 90 odd mile divert. Then when 37 miles into the divert the weather improves and they went back, fuel 500kg as they turned around with 37 miles to run.
There has to be more to the story.
There has to be more to the story.
Junior trash
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3400Kg overhead a 3 runway airport with CAT3B would seem to me to be the point to go back to.
If it was tailwind and not RVR, did they ask for the reciprocal? If they did, why was it refused?
Did others divert?
If it was tailwind and not RVR, did they ask for the reciprocal? If they did, why was it refused?
Did others divert?
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Assuming the runways had ILS, it seems like the PIC should have exercised emergency authority a lot earlier. I hope this isn't one of those cases where the reasoning was that "the book says we can't..."
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The wording makes it seem like a punitive culture, however when an investigation is started following a serious incident, it is normal practice to relief all relevant crew from their duties pending interviews. This is done purely to not diffuse ones memory of the respective flight.
Regarding the safest action; when no other options are available any more, busting abstract limitations like tailwind on a long runway or RVR on a runway which is autoland capable, is more safe than ending up without fuel. The first page in our OM-A even describes that in the interest of safety the commander is allowed to deviate from rules and regulations.
Regarding the safest action; when no other options are available any more, busting abstract limitations like tailwind on a long runway or RVR on a runway which is autoland capable, is more safe than ending up without fuel. The first page in our OM-A even describes that in the interest of safety the commander is allowed to deviate from rules and regulations.
I think the photo was blurred because the pilot's hand was still trembling after they landed.
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Was there an ILS in Lucknow? Seems like it given the RVRs listed on AVherald. They were overhead with minimum fuel (1100kg), that was the point they should have done an autoland regardless, and if they get visual, take the autopilot out for a manual landing. If the RVR is 1m, the autoland system doesn't care. I appreciate that terrain (rather than ILS quality/lighting) might prohibit the autolanding on a technical basis, but a dodgy autoland is probably a lot more comfortable than actually running out of fuel whilst still in the air.
Also, someone correct me, but is a modern A320 with FLS capable of landing automatically from an NPA with a MAP over the threshold? This aircraft was an A320 neo so quite possibly technically equipped for that as an even laster last resort?
Scary stuff all the same, those lucky people!!
Also, someone correct me, but is a modern A320 with FLS capable of landing automatically from an NPA with a MAP over the threshold? This aircraft was an A320 neo so quite possibly technically equipped for that as an even laster last resort?
Scary stuff all the same, those lucky people!!
Also, someone correct me, but is a modern A320 with FLS capable of landing automatically from an NPA with a MAP over the threshold? This aircraft was an A320 neo so quite possibly technically equipped for that as an even laster last resort?
Scary stuff all the same, those lucky people!!