cncpc wrote:
Does that mean no GS only, with a good localizer, or nothing? Must have had a localizer, because Borek was doing a back course.
What does a temporary tower add? Was there PAR? Could the flight have used it? If it was operational, why didn't somebody warn the crew?
There used to be a Cape Martyr beacon RU about 2 miles from the button of 35 but I see it's gone and the plate is only two months old.
ILS U/S means ILS U/S. It ain't rocket science. The NOTAM was issued AFTER the accident. Even you know that because you questioned how Borek did the Back Course. Maybe you should give it a rest because you seem to be running around in circles accomplishing nothing with all your theories.
Almost every accident has multiple factors. I am sure that is also the case here. They have the CVR and FDR so I expect we will know very soon what happened.
At this point there are too many unanswered questions to accurately guess what happened.....
Was there really a control tower and control zone in effect with positive control? (I don't think so)
Was it really 10 minutes from the time they reported 3 miles final until they hit the ground? (that is a very long time)
Why were there no other radio calls during those 10 minutes?
Did they broadcast their intentions for an ILS 35T? or for an ILS 35T circling for 17T? or something else?
Did they do a procedure turn?
Why did Borek do the approach while an aircraft was still missing?
What was the elapsed time between the last position report and the Borek Back Course approach?
What was the landing weight of the aircraft?
How much tailwind could it accept?
Were there any systems unserviceable that might affect landing performance or Standard Operating Procedures?
Somebody out there probably knows the answers to most of these questions...... They just haven't made it public yet.....