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Summary

Summary

A report was received from a pilot industrial organization alleging that a passenger travelling on the flight deck of the aircraft had witnessed a dangerous approach and landing into Brisbane Airport. The aircraft reportedly held south of Brisbane for some time due to thunderstorms before flying a right circuit to Runway 19. The aircraft was reported to have been flown at at bank angles of up to sixty degrees during the base turn to have had a rate of descent of up to 2500 feet per minute on final approach and to have landed half way along the runway. This information was received at 1430 hours on 8 November 1989. On the morning of 9 November 1989 the passenger contacted the Bureau and confirmed the above details. He added also that the cockpit audio warning "sink rate" was sounding on final approach that there was a tailwind of 60 knots during the base turn and that the aircraft touched down at 175 knots - 30 knots higher than he believed was the planned speed. A report from the aircraft captain indicated that the approach was flown in adverse weather conditions with several thunderstorms in the vinicity of Brisbane. He stated that an angle of bank of thirty degrees had been used during the turn onto final. He advised that because of the conditions he had decided to use an airspeed that was 20 knots in excess of normal reference airspeed of 134 knots during the approach. The Captain acknowledged that on final approach the aircraft was above the normal glideslope because he had turned onto final approach early to avoid a thunderstorm. However he stated that at no time during the entire approach did the sink rate exceed 1500-1800 feet per minute and the sink rate warning did not sound. The aircraft touched down 2000 feet along the runway and was turned from the runway onto the taxiway at a point where approximately 3000 feet of runway remained. Following the initial notification of the report steps were taken to obtain the flight data recorder from the aircraft. However because almost two days had elapsed since the time of the occurrence and its notification to the Bureau data from the flight in question had been overwritten and was no longer available. The only factual information available for analysis was recorded radar data from the Brisbane Air Traffic Control Radar. Analysis of this data showed the average groundspeed on downwind to have been 189 knots. Groundspeed early in the base turn was 197 knots. This decreased to 138 knots late in the turn. Groundspeed on final approach was 141 knots. The average angle of bank during the base turn was calculated to have been 28 degrees and the average rate of descent on final approach was 1240 feet per minute. On the basis of the factual information available the passenger's report cannot be substantiated.

 
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