It seems the aircraft was at FL200, ground speed of 370kts, just a few miles north of KTRK when given a hold clearance north of a fix (ALVVA) orthogonal to him. I’ve synced the apparent ground track/heading/speed/alt with the ATC audio. These maneuvers are conducted at low altitude, day and night, and often with precipitation present affecting visibility, depth perception, and the ability to adequately assess the descent profile to the landing runway.“ Reply Delete “Circling approaches are one of the most challenging flight maneuvers conducted in the NAS, *especially for pilots of CAT C and CAT D turbine-powered, transport category airplanes*. It is wise to remember the words of the FAA's IPH page 4-8 Not sure why the pilot would have picked RNAV 20 circle to 11, unless he wanted to pick a little more direct approach and/or had successfully used it in the past. RNAV RWY 11 would have been the safest approach since it would get you down just as low and would not require a dangerous circling maneuver. Truckee has a straight-in approach (RNAV RWY 11) to the runway that the pilot wanted with cat C minimums only 20 feet higher than circling mins for the RNAV RWY 20 approach that the pilot chose. The flight crew acknowledged the clearance, which was their final radio communication. Once the flight crew announced they were making a right turn (see Figure 3) and reported runway 11 in sight, the controller then cleared them to land on runway 11 and informed them that the airplane was not in sight. The tower controller offered the flight crew the option of crossing over the field and enter the left downwind leg for runway 29 or to enter downwind leg for runway 11. The flight crew established communication with the TRK tower controller when they were near the LUMMO waypoint, located about 9.6 nm north of the approach end of runway 20. After one turn in holding (see Figure 2), ATC cleared the airplane for the RNAV runway 20 approach, cancelled radar services, and instructed the pilot to contact the TRK tower. ATC then cleared the airplane to hold north of the ALVAA waypoint, the initial approach fix to the RNAV runway 20 approach. After coordinating with the TRK tower, the controller informed the flight crew that they would be number two for TRK and could expect some delays. The flight crew accepted the approach but requested to circle to runway 11 for the longer runway and the controller told them to expect the circling approach. Once the airplane descended below 26,000 ft, ATC advised the flight crew to expect the RNAV (GPS) Runway 20 approach at TRK. As the airplane was passing over northwestern Nevada, ATC began issuing descent instructions for the airplane’s approach into Truckee-Tahoe Airport (TRK). The flight crew was in contact with ATC throughout the duration of the flight. According to automatic dependent surveillance-broadcast (ADS-B) data and preliminary air traffic control (ATC) audio from the Federal Aviation Administration, the airplane departed Coeur d’Alene, Idaho, about 1145 (see Figure 1) and made a left turn to the south.
0 kommentar(er)
