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We often hear that the key to a great landing is an equally great approach. And lets face it, the key to that flawless approach is often a well-planned descent. In the airline world, descent planning and execution receives a lot of attention. Like so much of aviation, there are several ways to skin this descent cat.
The accident happened as the pilot was attempting to fly the RNAV 20 approach, which takes the aircraft directly over the potato processing plant with numerous vent stacks constantly in operation. The standard for airspeed after passing the finalapproach fix was 120 kias indicated, according to the Flight Maneuvers Description Manual (FMDM).
I intercepted the approach course and after a few moments, reached the finalapproach fix at JUNIA. I pulled the power back and set a notch of flaps to establish a 90 knot, 500 foot/minute descent. Inbound to WALCO on the RNAV-28 approach with Sodus Bay in sight.
The briefing information section contains the most important elements of the approach, including: NAVAID and communications frequencies. Finalapproach course. Approach notes. Missed approach procedures. The plan view shows a top-down look at the approach path and includes: Courses and radials.
The incident occurred while the crew was conducting a low-visibility approach through dense fog. During the finalapproach, the pilot reduced engine throttles to manage airspeed and align with the Instrument Landing System glideslope. The crew did not notice the aircraft’s dropping vertical velocity until it was too late.
As the plane descends toward the runway on finalapproach, it may encounter various scenarios where a safe landing cannot be assured. As soon as the pilot realizes this, they must abort the landing and climb back to traffic pattern altitude and attempt the approach and landing again.
A go-around is a maneuver performed to abort or reject a landing on the finalapproach or once the aircraft has already touched down. Weather Go-arounds due to weather occur due to windshear caused by gusting winds or microbursts. When an aircraft encounters horizontal windshear, it could be blown off centerline.
Reader Will asked me the following question, regarding a go around (often referred to as an aborted landing, missed approach, or rejected landing) that he experienced on a flight today: Today, I had an interesting experience on flight SK502 from London Heathrow (LHR) to Copenhagen (CPH), and I wanted to reach out with a question.
Moderate windshear in some areas could make some thermals somewhat difficult to work but that, too, is typical. Under normal circumstances Shmulik would have had sufficient altitude to delay the landing by several minutes: his glider’s minimum descent rate in still air was just 100 fpm. to 2 miles) in diameter.
The pilots fought to recover, but the windshear was too strong. Detecting them is difficult, which makes finalapproach and landing especially dangerous. Detecting them is difficult, which makes finalapproach and landing especially dangerous. It is the most severe type of windshear.
Approach speeds typically range from 80 to 90 knots depending on weight and flap settings, while full flaps are often used to provide the necessary lift during landing. The aircrafts landing gear is retractable, which must be extended during the finalapproach. Additionally, configure the aircraft for a stable descent.
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