UPS Accident - BHM
08-19-2013, 06:27 AM
#303
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Joined APC: Sep 2011
Position: faa sr. medical examiner (HIMS)
Posts: 216
Originally Posted by satpak77
in laymans non-airbus pilot terms what is the current hypothesis on what happened. sorry for the stupid question but between PAPI angles and V/S mode and everything else, my brain lost focus
08-19-2013, 06:37 AM
#304
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Joined APC: Jan 2006
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Originally Posted by BRUCE FANZ
I found FAA Advisory Circular AC 120-108 to be a great resource. The AC provides guidance on using continuous decent final approach CDFA or path over VS dive to MDA/DDA. Talks about CFIT too.
While not required,it does say operators should have a CDFA training program. The AC breaks it down into 11 training items. How many of us are getting that training? Here is the link.
http://www.faa.gov/documentLibrary/m...%20120-108.pdf
While not required,it does say operators should have a CDFA training program. The AC breaks it down into 11 training items. How many of us are getting that training? Here is the link.
http://www.faa.gov/documentLibrary/m...%20120-108.pdf
We're trained and supposed to use it on all but a few special-case NPA's. It works if ATC allows you to be stable and configured PRIOR to the FAF...otherwise best to just do it the old-fashioned way.
08-19-2013, 06:44 AM
#305
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Joined APC: Sep 2011
Position: faa sr. medical examiner (HIMS)
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Originally Posted by rickair7777
We're trained and supposed to use it on all but a few special-case NPA's. It works if ATC allows you to be stable and configured PRIOR to the FAF...otherwise best to just do it the old-fashioned way.
08-19-2013, 07:12 AM
#306
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Joined APC: Jun 2007
Position: Legacy FO
Posts: 4,096
Originally Posted by USMCFLYR
It certainly sounds like there are versions of tailored plates out there for different users.
Looking at the gov't plates - you will see the aforementioned 'When VGSI inop, procedure NA at night.' This is due to 20:1 penetrators (also a reason why no VDA is published)
Looking at the gov't plates - you will see the aforementioned 'When VGSI inop, procedure NA at night.' This is due to 20:1 penetrators (also a reason why no VDA is published)
08-19-2013, 07:24 AM
#307
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Originally Posted by lbfowlerjrmd
nice refresher ... i keyed in on: Operators should instruct their pilots to initiate the go-around at an altitude above the MDA
08-19-2013, 07:31 AM
#308
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Position: Legacy FO
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Originally Posted by rickair7777
On a constant descent, we add 50' to the published MDA and use that as a sort of "DA". Initiating go-around at MDA+50 should keep an RJ (or brasilia) from descending below MDA. I suspect larger aircraft might need a larger buffer due to momentum?
I believe modern aircraft are certified to lose no more than 50' once the TOGA button is pressed. But I have no source documentation on that so I could be talking crap.
Last edited by KC10 FATboy; 08-19-2013 at 07:49 AM.
08-19-2013, 07:50 AM
#309
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Originally Posted by KC10 FATboy
Looking at the Jepp and NACO versions of the LOC 18 approach chart, a VDA is published (3.28 with a TCH of 40').
Yes - the ADVISORY angle is published - note previously mentioned cautions when using.
08-19-2013, 08:00 AM
#310
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Originally Posted by rickair7777
On a constant descent, we add 50' to the published MDA and use that as a sort of "DA". Initiating go-around at MDA+50 should keep an RJ (or brasilia) from descending below MDA. I suspect larger aircraft might need a larger buffer due to momentum?
Originally Posted by KC10 FATboy
I don't think so. I did height loss testing on a go-around for KC-10s ... way back when. haha
I believe modern aircraft are certified to lose no more than 50' once the TOGA button is pressed. But I have no source documentation on that so I could be talking crap.
I believe modern aircraft are certified to lose no more than 50' once the TOGA button is pressed. But I have no source documentation on that so I could be talking crap.
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