It is obvious that you aren't in possession of the details and you are jumping to conclusions. The TSB has already stated the occurrence class: Class 5. No investigation. I recommend you check what occurrence investigation class 5 means at the TSB.

The AVH never jumps to conclusions - opposite to you, who repeatedly sell your conclusions as fact even though they are verifyably completely wrong, and you even started to campaign against AVH with your "facts".

Not beyond possibility for sure. But staying on the right freq for where you are is pretty fundamantal really. Why in hell would you change comms while still on approach?

The point is that separation of duties is key. Ground in anywhere I know are usually sitting next to the people in ATC doing inbound and approach, but having ground starting to give landing clearance looks like a perfect way to cause havoc.

Thank you, but I'm perfectly familiar with TSB classifications.

Class 5 does not preclude an investigation, though it's obviously not used for events that involve damage, injury, etc and require significant resources such as deploying a go-team. Nor indeed does it preclude subsequently upgrading the event to a higher classification should that be deemed appropriate.

Given the media attention that the event has attracted, I suggest we watch this space.

FlightGlobal: Air Canada A321 landed despite go-around order

Why didn't the controller try to call them up on guard frequency? Don't most commercial aircraft have one radio dedicated to listen in on 121.5? And the controller probably have a touch key on his screen to enable him to transmit on guard easily .

Of course nobody does it on purpose. And of course we've all messed up at one time or another. However, there really are some fundamental errors that nobody at the sharp end should make. Changing comm freq when you are utterly reliant on communications has to come under the 'insane' category surely. That's exactly the time nobody should be on 'auto mode'. It's the one time we do (or used to) earn our living.

There are some things we all (well I do) remember from our very first lessons. The basics, which keep you safe.

Does ATC have the capability to transit on 121.5? RAC/OPS above says no (apart from a handheld) and ATC in my neck of the woods cannot TX on 121.5.

My tower does but it takes numerous button pushes on a touch screen to get the frequency active or configure a hand-held, which would take longer as its set up as a back up to your frequency.
In the case of a late go around instruction, there would not be time to configure either. We do occasionally inquire on guard for aircraft no longer listening. Sometimes find them there too.

Regarding ATC (tower/ground) on 121,5... A few weeks ago at Munich airport, a Air Canada (hopefully a coincidence) A330 was holding for 08L with ground and tower trying to reach them with no luck. Ground or tower even tried on 121,5 so at least in Munich they can :ok: . We were holding behind the Air Canada and eventually got cleared to taxi around them. I tried to wave and tap my headset as a signal to check comms, don't know if it they even saw, but shortly after they did check-in with tower. It might have also been the fact that some pesky regional jet got to cut in front of them that made them wonder what was up, or just sheer coincidence.

In my active ATC days (unfortunately many years past now) grabbing the Guard (121.5/243.0) handset and transmitting to aircraft on the ground or in the circuit was a regular, but infrequent occurrence which usually "saved the day", if not the occasional life. As a result, those towers for which I have raised Operational requirements and technical specs in the past 15 years as a consultant, have easily accessible guard TX/Rx facilities.

Not my spec, but even Bonriki AFIS can by one touch on the screen TX on 121.5 and the RX monitor is always on and when the vendor finally gets around to the installation, Cassidy will have the same capability,

MJG

To remove the 'high and mighty' hat for a moment, I have to confess my darkest sins. Which include the fact that I once did exactly the same thing. Therefore, I get where you are coming from. (mea culpa, etc.). No harm done, but I got some choice words aimed at me for that one. Very choice words.

Yeah. The guy who swapped the radios with me was the Capt and he wasn't happy with himself.

We actually had a company policy at the time to have both radios tuned to the appropriate frequency when in the terminal area (starting with Approach or Ground). En route we'd have the second one on 121.5 or company if required. So he managed to switch both radios automatically without thinking about it.