Canadair Crash at ASE / Aspen Eagle, Colorado

srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
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The airplanes taking off need to clear terrain and to do this they must fly a climb gradient of 7.6% to 14,000 feet from ASE elevation of 7800.

You are correct in assuming that the airplanes flying into the airport have a head start on the climb to the exact same spot LINDZ at 14,000.

To do this you must maintain a climb gradient of what I thought was 5.5% but I was wrong

I got the information from this chart:

http://aeronav.faa.gov/acifp/2011061026489501034-ASE/CO_ASE_LOC-DME_RWY15_AMDT1_SPECIAL_UPDATE.pdf

I don't have my jepps with me but I am sure someone can figure out the climb gradient required to avoid the terrain at ASE if one is flying the regular LOC DME that doesn't require special crew training. It isn't necessarily 5.5% but you must maintain a climb gradient to get to LINDZ at 14,000 feet.

Many aircraft have to have fuel to get from the primary intended place of landing, then to an alternate and finally fly around for a while after that. You have to go missed with that gas and all the passengers and bags the aircraft is not in the clean configuration and you must clear terrain by turning towards it before turning away from it. You must be able to do this with one engine and many light jets are "climb limited" single engine. In other words they can not climb fast enough to meet the safe clearance above the terrain. So they are limited to VFR conditions.

I have very serious issues with the APG data as well. A lot of pilots do not understand what it really means, and what it guarantees you in terms of a margin of safety.
 
srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
Click to expand...

In Aspen, these typically occur in different directions.
 
Just checked - still no NTSB prelim after a week. Sometimes high profile accidents take a little longer for the reports to be released, but this is only high profile due to the destination.
 
So my question to all of you is would you attempt to fly into a mountainous airport with the WX 5000 and 5 using a visual approach?

Why do you think ASE LOC 15 is any different?
 
NewYorkophile said:
I wonder if you can request the PAR...by the supervisor.

Seen a couple PAR's to ORSH that had us strongly questioning whether or not we can trust those guys in hard IMC.
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Have done a few in hard IMC down to mins, and they were on the money; one with a ROKAF controller too.
 
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