I am writing this the third time
NO unscheduled aircraft can land at Pune Air Force Base.
NO UNSCHEDULED AIRCRAFT
like clear NO
Unscheduled relates to nominating that airport at the planning stage. There are many unscheduled flights into and out of PNQ, both in aircraft and helicopters. It is not that unusual to see over a dozen private aircraft on the ramp. There is also maintenance facilities and a charter operator based there that have ad-ohc movements associated with their business.
That does not apply to an emergency, in an emergency you do what is required for a safe outcome and then notify the DGCA afterwards. From the DGCA CARs
"If an emergency situation which endangers the safety of the aeroplane or persons necessitates the taking of action which involves a violation of regulations or procedures, the pilot-in-command / operator shall notify the nearest Air Safety office of DGCA without delay in accordance with the procedure as prescribed in CAR, Section 5, Series ‘C’, Part-I."
All airlines flying into Mumbai have alternates ->
Firstly - Ahmedabad VAAH/AMD ( CONFIRMED YOU CANT CHANGE THIS)
Secondly - Hyderabad VOHS/HYD ( CONFIRMED YOU CANT CHANGE THIS)
Thirdly - Bengaluru VOBL/BLR ( Optional )
etc etc depending on the distance, type of aircraft, type of airport...
So all aircraft which depart for Mumbai have fuel for these three alternates.
Simply not true, the is no requirement to hold 3 alternates, sometimes you will need more than one, but in most cases none or one.
Lets look at the DGCA CARs http://dgca.nic.in/cars/D8O-O3.pdf
Destination alternate aerodromes
For a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome shall be selected and specified in the flight plans, unless:
a) the duration of the flight from the departure aerodrome, or from the point of in-flight re-planning, to the destination aerodrome is such that, taking into account all meteorological conditions and operational information relevant to the flight, at the estimated time of use, a reasonable certainty exists that:
1) the approach and landing may be made under visual meteorological conditions; and
2) separate runways are usable at the estimated time of use of the destination aerodrome with at least one runway having an operational instrument approach procedure; or
b) the aerodrome of intended landing is isolated and:
1) a standard instrument approach procedure is prescribed for the aerodrome of intended landing;
2) a point of no return has been determined; and
3) a flight shall not be continued past the point of no return unless available current meteorological information indicates that the following meteorological conditions will exist at the estimated time of use:
I. a cloud base of at least 300 m (1 000 ft.) above the minimum associated with the instrument approach procedure; and
II. visibility of at least 5.5 km (3 NM) or of 4 km (2 NM) more than the minimum associated with the instrument approach procedure.
Note.— Separate runways are two or more runways at the same aerodrome configured such that if one runway is closed, operations to the other runway(s) can be conducted.
Black and white in the DGCA CARs that you can plan to BOM with just 1 or 0 alternates.
KHI is a perfectly acceptable alternate for BOM at the planning stage https://www.icao.int/APAC/Documents/edo ... d/AOP1.pdf
This happens in all cockpits around the world I didnt need to explain this.
What you are saying is not true, I have been operating into BOM for longer than I care to remember. The DGCA CARS and the AIP India do not support what you are saying.
Ok so no aircraft can land into Pune because it is a military base, you guys seem to know it but still its going over everyone's head. Only scheduled flights are allowed.
We are talking about a emergency diversion, which they will accept. Just Like I would use Port Blair in an emergency if over the Bay of Bengal. In an emergency you can break the normal rules. By accident many years ago Saudi landed a 747 at the Tambaram AFS.
Same happens over Atlantic. When an aircraft has emergency they either divert to Iceland, GooseBay or Shannon. While a clearly the nearest airport is, namely Thule Air Force Base, Greenland is there.
Thule is used as an emergency diversion airport, but not to my knowledge as a planned ETOPS alternate. Diversions into military airports are not that uncommon, just look at the Air France A380 recent diversion to Canadian Forces Base Goose Bay. One of our 777s had an emergency diversion to Eareckson Air Station in Shemya a few years ago. There is now a formal agreement in place now for Hindon AFS to be used as an alternate for IGI.
All airliners have 3 alternates as said before.
Which is utter rubbish, refer to DGCA CARs, AIP India, and ICAO.
But what the crew and dispatch was not planned for, is that both AMD and HYD will be closed due to having aircraft over capacity. You cannot land there. The airport is already parking aircraft's on taxiway.
Of course you can land there, running out of parking stands is not a reason not to land if you are running out of fuel. Halifax had 47 aircraft divert after 9/11
So ACA declared a Fuel Emergency. Don't pull me into the debate saying it was a MAYDAY or FUEL EMERGENCY radio callout. But if it helps my friend heard ACA say MAYDAY on the frequency.
Once that came into place, Mumbai Approach handed off the aircraft to Mumbai Center, Mumbai Center further cleared aircraft to climb FL250 and head direct HYD to land on runway 09L.
Lets look at the DGCA CARs http://dgca.nic.in/cars/D8O-O3.pdf
and not something some enthusiast has put on a website.
184.108.40.206.3 The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel estimated to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel."
aerodrome is defined as
Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
final reserve fuel is defined as
final reserve fuel, which shall be the amount of fuel on arrival at the destination alternate aerodrome, or the destination aerodrome when no destination alternate aerodrome is required:
1) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes; or
2) for a turbine-engined aeroplane, the amount of fuel required to fly for 30 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions;
Note it says "nearest aerodrome", holding east of BOM the nearest aerodrome is either PNQ or BOM, not HYD, BLR, or DEL which are over 30 minutes away.
So ACA46 had enough fuel to make it to HYD but only if it went direct otherwise it would have gone down. I don't have access to the radio recordings so what happened on that day will not be known until a report is removed, but we can clearly guess it was a clear mayhem on the frequency including multiple aircraft declaring fuel emergency. In my case professionalism was displayed by both teams and in the end everyone made it home to their friends and families.
If they declared MAYDAY fuel at BOM like you have now claimed twice on this thread, and went to HYD, they declared a false emergency. It is an hour to fly from BOM to HYD, something you cannot do with only 30 minutes of fuel. Rumors I am now hearing is they had final reserve intact on landing at HYD. Thai also declared a fuel emergency and landed in BOM in a legitimate fuel emergency state.
This is a TECHNICAL QUESTION coming up.
What benefit was it, in a low fuel situation, to climb to 25,000 feet en route?
1. Was the distance to HYD enough that fuel savings would be made by flying at a higher altitude?
The most fuel efficient profile on short sectors in a jet is generally maximum thrust climb to top of descent and then idle thrust to landing. We plan on climbing to FL410 if using HYD as an ALTN for BOM.