[QUOTE=11atsomto;4031762]What other approaches to runway have a perpendicular interstate with a high volume of traffic with 18 wheelers, light posts and highway direction signs less than 300 feet from the threshold?

Again most highway signs I believe are 17 ft above ground, 18 wheelers are 13…..and the known technique is to be three red. Sure there is margin…….but I am having a hard time recalling any other place like that.



The plane is supposed to be 50' high over the runway threshold. Obstacles at those heights should not be a problem.
Flown with many pilots coming from an airline out WEST that almost always dip low on short final.
Wonder if that is a factor here.

I doesn’t matter if there was a football field there. If on a TERPS’d approach, you are guaranteed obstabcle clearance by following the procedure. The only way to hit a fixed object would be to be significantly below glide path. (Below 3 red/one white). That could happen anywhere.

How far below eye sight level are the main gear ?


visual aim points of 1500’ for height group 4 can easily result in main gear TCH lower then many imagine. Shorten the aim point to 1000’ and you can easily have 25 ft TCH

One of the posts I read said that the aircraft was 200 ft high at one segment of the approach, (700 ft vs 500ft) perhaps a over correction, down low, and wasn’t able to stabilize it.

As far as the post by SCRAPPY COCOA,
I’m sure DEI had nothing to do with DCA, If you believe that, I have a bridge in Brooklyn to sell you.
just look at the facts,
low time pilot, in a VIP squadron, which normally hires very high time, experienced pilots, She worked as a White House ceremonial officer, and filled squares. In the military, people normally don’t fly in those type units unless they have a lot of experience and recommendations.

That approach isn’t a goat rope in any way. It provides a very stable 3 degree glide path all the way to the runway. Same with the RNAV Z 19 in DCA. The only difference in those approaches is that they’re curved rather than straight in, and since they are RNP approaches the autopilot is supposed to be on while on the RF portion. Once the autopilot is turned off you still have that same stable 3 degree glide path all the way to the runway. We’re not supposed to be ducking under. We’re supposed to fly approaches just like an autoland would do and fly the GS all the way down to the flare. The RNAV 29 is safe and stable. Fly the approach on speed, continue the glide path to the runway, land where you’re supposed to, and brake appropriately.

Most autolands touchdown 1500-1800 ft from end of runway.

So do most hand flown approaches. I realize that the braking distance on the landing data assumes landing in the first 1,000 feet, but it also provides autoland additions as well. Incorporate that into your planning, land where you’re supposed to, and brake appropriately, max brakes if needed. This approach is a nonevent. Don’t know what happened here, but the approach as charted is stable and safe if you fly it as trained. If out of position on an approach or of you float on a short runway, just go around.

As he should be paid . He was nearly killed most likely by …..

captain steeeeve uses this incident to push for age 67. check out his latest yu tube video. he has it all figured out.

what about the instructor pilot sitting next to her? So, yeah, I’d like to see your bridge; I’m in the market to take things from horrible people.