A day in the office of a 737
- Thread starter Cherokee_Cruiser
- Start date
BEEF SUPREME
Well-Known Member
HUCK TO FLAT!!!
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Cherokee_Cruiser
Bronteroc
Why push the GPWS button for a self test when you can check them all out in real life?
the self test only checks that they sound off. You have to ops test them to ensure they correctly sense when to sound off.
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
“A Tri-M.G. Intra Asia Airlines Boeing 737-300 freighter, registration PK-YGW performing flight GM-515 from Kolkata (India) to Paro (Bhutan), was on approach to Paro's runway 33 when the crew received a "BANK ANGLE" warning as well as a GPWS "Sink Rate! Pull Up!" warning but continued the approach resulting in a hard touch down.
According to Unicef the aircraft was carrying Moderna vaccines to Bhutan that were donated to Bhutan within the COVAX initiative.
The aircraft remained on the ground in Paro for about 16 hours, then departed for the next sector to Bangkok (Thailand).”
Here's a better version of the same approach (kinda sounds like they inhibit terrain alerting):
skypilot6
Well-Known Member
Can Confirm.
NovemberEcho
Dergs favorite member
Is this one of those “go around unlikely to be successful” airports?
BEEF SUPREME
Well-Known Member
It looked like it to me. Lots of terrain around in the video. They were probably in the grey area of passing the missed approach point to touchdown. Which at airports like ASE can be a significant distance. I’ve seen a lot change weather wise in this grey area at ASE.
Of course the approach looked unstable AF too.
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Boris Badenov
Fortis Leader
Agree that it looks kinda Aspeny, albeit I doubt they have an ILS to fly on the missed. But now let's be serious. In the rootenist, tootenist, most 134.5, cowboyest cockpit I've ever even HEARD of, the Captain would have put down his beer to reach across and slap that fool silly. I mean after the missed approach, obviously.
cool video but Maybe it's just me.. but I guess that's what they have to do... I didn't particularly care for the part where they had to turn GPWS and TERR off at 9:00 and at 10:00 the captain is handflying with AP off and FD off with terrain in proximity but he's pointing out monastaries, and praying to buddha several times with both hands off the controls....
But it was kind of neat to see that a lot of the before takeoff and before landing checklist items for their 320 are actually quite similar to 320 checklists we do at our airline.
I guess when you're visual you don't have to cross the VOR at 13500 and lose 6200ft in 6 miles... in the video it doesn't look like he's following the chart he's actually following the valley - white space between the mountains around the VOR - but doing the cloudbreak procedure - that makes it a circling approach so how would you have to circle at 12500 to get in? At least the runway is in front of you and not like Innsbruck when you're doing the West approach into Innsbruck and when you break out at minimums the Innsbruck airport is 5 nm behind you and you have to do a 180 degree turn to acquire the airport to continue the visual portion of the instrument approach.
The only time I've ever been apprehensive in a plane is when we deliberately turned off GEN 1, GEN2, and the APU GEN in the CRJ-700 and the airplane went nuts and annunciated EMER PWR ONLY like it was supposed to, and we both were quite relieved that the RAT actually powered the AC ESS bus.
But it was kind of neat to see that a lot of the before takeoff and before landing checklist items for their 320 are actually quite similar to 320 checklists we do at our airline.
I guess when you're visual you don't have to cross the VOR at 13500 and lose 6200ft in 6 miles... in the video it doesn't look like he's following the chart he's actually following the valley - white space between the mountains around the VOR - but doing the cloudbreak procedure - that makes it a circling approach so how would you have to circle at 12500 to get in? At least the runway is in front of you and not like Innsbruck when you're doing the West approach into Innsbruck and when you break out at minimums the Innsbruck airport is 5 nm behind you and you have to do a 180 degree turn to acquire the airport to continue the visual portion of the instrument approach.
The only time I've ever been apprehensive in a plane is when we deliberately turned off GEN 1, GEN2, and the APU GEN in the CRJ-700 and the airplane went nuts and annunciated EMER PWR ONLY like it was supposed to, and we both were quite relieved that the RAT actually powered the AC ESS bus.
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Definitely takes some work descending. At least the 737 wouldn’t be flying it with only Cat A&B, so that’s good.
Agreed, looks like they’re following the valley down. Looks like if flying the procedure, to descend in, you’d have to overfly the runway in a descending right traffic pattern from an upwind leg, with downwind over/abeam the tan shaded area, it would appear.
KLB
Well-Known Member
There's an RNP in there also. But I'm not sure if an old 737 freighter is equipped to do that type of approach.
At the very least they appear to be unfamiliar with that airport.
My company had to do a flight there last year in the Gulfstream, unfortunately for me right before I was hired. From speaking with the crews that were on the trip, you're required to have a local navigator on board that will guide you through the valley. They picked him up in India before heading over. I'm wondering if that was the case with this operator too. That would help in pointing out when to start the turn to avoid overshooting like they did, and where to be altitude wise to stay on profile. The most glaring omission to me is in CRM. The "are we going to make it, captain?" call should have been a more assertive "go around" call. Granted I'm sure that a go-around would have been a very involved procedure, but I hope that was briefed between the two pilots and the local navigator.