Air India Express Flight 812 - Mangalore (VOML) Overran Runway 06 in Dense Fog

Minimum IFR Altitudes



The non-precision instrument approach procedure would still require the establishment of minimum IFR altitudes for each segment of the instrument procedure. These minimum IFR altitudes would provide the pilot with the DO NOT DESCEND BELOW values and would be depicted on the instrument approach procedure chart VERY DIFFERENT to the procedural altitudes. The intent of including these minimum IFR altitudes is to ensure the pilot has the OPTION to be able to utilise these altitudes should the need occur such as in icing conditions. These minimum IFR altitudes shall NOT be coded into the aircraft's navigation database as part of  the coded instrument procedure.

A indústria da aviação tem treinado seus pilotos para voarem nas altitudes PUBLICADAS sem considerarem o fato que estas altitudes "NÃO DESÇA ABAIXO" são somente MÍNIMAS e não MANDATÓRIAS.

O procedimento pode ser bem voado efetivamente em altitudes acima da altitude mínima.

Um piloto privado deve saber que para um ângulo de trajetória vertical de 3.0º(três graus), uma aeronave distante 10 Milhas Náuticas (NM) da cabeceira da pista, DEVE estar pelo menos 3200 pés acima da altitude da pista e 1600 pés acima da altitude da pista quando distante 5 NM. Todos tripulantes de voo, com ou sem um sistema de gerenciamento de voo, pode utilizar esta regra prática simples, embora ela se torne dificil sem alguns meios de informação de distância para a cabeceira da pista de pouso. Qualquer altitude mais baixa que estas altitudes, nestas distâncias, DEVEM levantar uma 'bandeira de alerta' para a tripulação questionar por que o avião está mais baixo do que ele deveria estar.

 



At MAPt. point, Pilot-Flying must turn 09 degrees to the LEFT to runway centerline descending in VISUAL condition only.

MAPt. = Missed Approach Point

 Performing this IFR procedure Pilot-Flying is induced to climb-down to 910 feet

O avião Boeing 737-800, voo IX-812, da companhia Air India Express, tocou a pista de pouso e houve um estrondo, talvez um pneu explodiu. A aeronave em seguida colidiu com uma antena do Sistema de Pouso por Instrumentos - ILS ao passar pelo final da cabeceira oposta da pista. A parte inferior da fuselagem (barriga) abriu-se devido a colisão com a antena do ILS e 8(oito) pessoas foram arremessadas para fora do avião (são os sobreviventes). Em seguida o avião caiu na floresta. Nevoeiro denso na hora do acidente.

Afriqiyah Airways Flight 8U-771 - Visual Night Approach Strategy

Airbus 330-200

STRATEGY FOR VISUAL NIGHT APPROACH

 APPROACH SPEED TECHNIQUE



In all cases, the crew should use managed speed.


The standard speed technique is to make a stabilized approach using AP/FD and A/THR : The aircraft intercepts the final descent path in landing configuration, and at VAPP. For this purpose, the flight crew should insert VAPP as a speed constraint at the FAF.


If the operator adopts a decelerated approach technique and the crew uses managed guidance, the aircraft should intercept the final descent path at S speed in CONF 1.


The objective is to be stabilized on the final descent path thrust above idle, in the landing configuration at 1000 feet.


To be stabilized, all of the following conditions must be achieved prior to, or upon, reaching this stabilization height :


The aircraft is on the correct lateral flight plan,

The aircraft is in the desired landing configuration,


The thrust is stabilized above idle, to maintain the target speed on the desired descent path,

No excessive flight parameter deviation.


If the aircraft is not stabilized on the approach and in landing configuration, at 1000 feet in instrument conditions, or at 500 feet in visual conditions, or as restricted by airline policy/regulations, a go-around must be initiated.


INTERMEDIATE/FINAL APPROACH


This Topic is relevant to the whole fleet


For RNAV approach :


-GPS 1+2 on GPS MONITOR page CHECK BOTH IN NAV


-GPS PRIMARY on PROG page CHECK AVAILABLE


If GPS PRIMARY is not available


-RNP for approach CHECK/ENTER


-HIGH accuracy CHECK


Note: RNAV approach without GPS is subject to a specific operational approval.


For approach in managed vertical guidance:


-APPR pushbutton on FCU PRESS


Once cleared for the approach, press the pushbutton when flying towards the FAF.


Check that APPR NAV is engaged, FINAL is armed, and the VDEV scale is on the PFD.


Note: For instructions for switching from a non ILS to an ILS approach, see the FMGS pilot's guide. (Refer to 4.05.70)


AT GREEN DOT SPEED


-ORDER "FLAPS 1"


-FLAPS 1 SELECT


-CONFIRM/ANNOUNCE "FLAPS 1"


-TCAS Mode Selector TA OR TA/RA


See ILS approach (Refer to 3.03.18)


-ND DISPLAY SELECT RANGE/MODE


AT S SPEED


-ORDER "FLAPS 2"


-FLAPS 2 SELECT


-CONFIRM/ANNOUNCE "FLAPS 2"


WHEN FLAPS ARE AT 2


-ORDER "GEAR DOWN"


-L/G DOWN SELECT


-GROUND SPOILERS ARM


-AUTO BRK AS RQRD


Use of the autobrake is recommended.


The use of MAX mode is not recommended at landing.


On short or contaminated runways, use MED mode.


On long and dry runways, LO mode is recommended.


Note: If, on very long runways, the pilot anticipates that braking will not be needed, autobrake use is unnecessary.


Firmly press the appropriate pushbutton, depending on the runway length and condition, and check that the related ON light comes on.


-CONFIRM/ANNOUNCE "GEAR DOWN"


WHEN LANDING GEAR IS DOWN


-ORDER "FLAPS 3"


-FLAPS 3 SELECT


Select FLAPS 3 below VFE.


-CONFIRM/ANNOUNCE "FLAPS 3"


-ECAM WHEEL page CHECK


The ECAM WHEEL page appears below 800 feet, or at landing gear extension.


Check for three landing gear green indications.


If residual pressure is indicated on the ECAM WHEEL page and/or the triple indicator :


-RESIDUAL BRAKING PROC APPLY


-ORDER "FLAPS FULL"


-FLAPS FULL SELECT


Select FLAPS FULL below VFE. VFE - 15 knots is recommended to minimize flaps wear.


Retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch down when the speedbrakes automatically retract.


-CONFIRM/ANNOUNCE "FLAPS FULL"


Check deceleration towards VAPP.


Check correct TO waypoint on the ND.


-A/THR CHECK IN SPEED MODE OR OFF


-WING ANTI ICE OFF


Switch WING ANTI ICE ON, only in severe icing conditions.


-EXTERIORS LIGHTS SET


Set NOSE switch to TAXI, RWY TURN OFF switch to ON, and LAND switch to ON.


-SLIDING TABLE STOW


-LDG MEMO CHECK NO BLUE LINE


-CABIN REPORT OBTAIN


-CABIN CREW ADVISE


-LANDING CHECKLIST COMPLETE


-FLIGHT PARAMETERS CHECK


PF announces any FMA modification.


PNF calls out:


"SPEED", when the speed goes below Vapp – 5 knots, or goes above the speed target
+ 10 knots.


"SINK RATE", when V/S is greater than – 1000 feet/minute.


"BANK", when the bank angle goes above 7 degrees.


"PITCH", when the pitch attitude goes below 0 degrees, or goes above + 10 degrees.


"COURSE", when greater than 1/2 dot (VOR) or 5 degrees (ADF).


"_ FT HIGH (LOW)" at altitude checkpoints.


AT ENTERED MDA/MDH + 100 FT:


-MONITOR or ANNOUNCE "ONE HUNDRED ABOVE"


AT ENTERED MDA/MDH


-MONITOR or ANNOUNCE "MINIMUM"


If ground references are visible:


-ANNOUNCE "LANDING"


-AP OFF


Continue, as with a visual approach (Refer to 3.03.20).


If ground references are not visible:


-ANNOUNCE "GO AROUND/FLAPS"


Begin a go-around.


Note :
In managed guidance (FINAL APP mode engaged), when the aircraft reaches MDA (MDH) - 50 feet or MAP (whichever occurs first), the autopilot automatically disengages.


In selected guidance, if ground references are not visible when the aircraft reaches MDA, the pilot should make an immediate go-around. However, if the distance to the runway is not properly assessed, a step descent approach may be considered, and a level-off at MDA may be performed while searching for visual references. If the pilot has no visual reference at MAP, at the latest, he must begin a go-around.