134 Sentences With "approach path" | Random Sentence Generator

Milton sits directly under the approach path for runway 4L at Logan.

By looking at the approach path of flights from similar origins, a flyer can easily gauge which side will offer the best views.

Finding out which approach path your aircraft will fly is often very simple and can mean the difference between a boring experience in the window seat and an exciting one.

London's Gatwick airport closed its runway for two separate periods on July 2 after a possible drone was reported flying in the vicinity of the runway's final approach path, disrupting flights well into the night.

In the ATC transmissions (which I listened to carefully and involved numerous frequency changes as part of the landing process) you could hear that on two separate occasions while the flight was being directed back to LAX, the crew requested additional delays before being turned onto the final approach path for Runway 25R.

The 4,000-foot runway was extended to and a new precision approach path indicator and non-directional beacon navigation system added.

It was certified by the FAA in late 2005. It has been certified for the steeper-than-normal approach path required to land at London City Airport.

It was also recommended that when the ILS building was rebuilt that it should be offset from the approach path, or that it should be sited underground.

The accident site was located from the runway threshold and to the north of the approach path centre line. This was the first air disaster in which Turkish Airlines was involved.

Visual Glide Slope Indicator or Visual Glideslope Indicator (VGSI) is a ground device that uses lights to assist a pilot in landing an airplane at an airport. The lights define a vertical approach path during the final approach to a runway and can help the pilot determine if the airplane is too high or too low for an optimum landing. There are several different types of VGSIs: ; :; Visual Approach Slope Indicator (VASI) :; Precision Approach Path Indicator (PAPI) :; Pulsating Visual Approach Slope Indicator (PVASI) :; Three-color Visual Approach Slope Indicator (T-VASI) :; Helicopter Approach Path Indicator (HAPI) In the United States, the Federal Aviation Administration includes VGSI information in its Airport/Facility Directory publication. The VGSI, if installed, is listed immediately after each runway and is coded to indicate the type and specific implementation.

It was the last communication with the aircraft. The aircraft was visible along the approach path centre line on the radar screen towards the runway until it disappeared about from the threshold. It was assumed that the aircraft had crashed since no reply was received to radio calls to the aircraft. The aircraft had flown into the top of trees AMSL at the edge of Jordan's Wood east of the Newdigate-Rusper roadThe Gatwick Accident on a heading parallel to the approach path to Runway 09 at Gatwick.

As of January 2009, Runway 16/34 has high-intensity bidirectional edge lighting along its length (with low-intensity omnidirectional components) and high- intensity threshold and stop end lighting. Full precision approach path indicator (PAPI) lights are installed for both ends.

Precision approach path indicator (PAPI) lights (3°) are installed as landing aids for the both runways 02/20. The runway has five intersections with the taxiways. The taxiway G runs parallel to the runway but it doesn't connect the thresholds.

Runway 1-19 is long and wide, with HIRL. Both runways 1 and 19 are equipped with REIL systems. Runway 1 approach is equipped with a VASI system. Runway 19 approach has an ILS and a Precision Approach Path Indicator (PAPI).

Due to its wooden construction, virtually no trace of Cromer Links Halt has survived other than the gate to the approach path up the embankment, the rotting remains of which were said to be entangled in the undergrowth at the site of the station.

The runway is capable of serving narrow body aircraft including Airbus 320 family/Boeing 737-800 and is equipped with night landing facilities, DVOR/DME, NDB and precision approach path indicator. It has a parking for one A-320/B-737 or 2 ATR-72 aircraft.

The airport resides at an elevation of above mean sea level. It has one runway designated 12/30 with an asphalt surface measuring . The 12 runway is Bequia's main approach pattern. Only Runway 12 have Precision Approach Path Indicators (PAPI) and an Approach Lighting System (ALS).

The realignment will also require demolition of prime property in JVPD scheme and Vile Parle as some buildings are in conflict with the proposed realignment while other tall structures that will be an obstacle in the approach path will have to be lowered to one or two floors.

The runway 23 end of the runway is very interesting as it sits on a supported platform above ground as the ground below it is very far down. This time the approach path to runway 23 is more or less clear, meaning that ILS is available for approach.

The overruns and on the inside of each threshold are concrete—the rest being asphalt.Avinor: 20 There is a parallel taxiway for the length of the runway.Avinor: 21 Both directions have full category I instrument landing system, including precision approach path indicator. Both primary and secondary radar are installed.

This creates a "scenic" approach for the main entrance. One architectural critic said that the complicated approach path was "not an accident but conscious contrivance". Kevin Roche, one of the architects, stated that the approach to the building was intended to be similar to that in a rural setting.

A final approach over an upsloping terrain with a flat runway, or to an unusually narrow or long runway may produce the visual illusion of being too high on final approach. The pilot may then increase their rate of descent, positioning the aircraft unusually low on the approach path.

The runway is equipped with low-intensity runway lights (LIRL) and a 2-light precision approach path indicator (PAPI). The airport has one terminal building served by the single fixed-base operator, New Brandywine Aero, Inc. Maintenance services are provided by Flight Dynamics. Brandywine Flight School provides fixed-wing instruction.

The runway has a declared take-off run available of on runways 03/21, respectively. The landing distances available are , respectively. The aerodromes reference altitude is above mean sea level. Kjevik has a category I instrument landing system in both directions, both which are equipped with precision approach path indicator.

The first international flight was launched in 1977. The revenue the airport generated allowed the construction of the terminal building in 1982. A new control tower was built between 1982 and 1983. Navigational aids Precision Approach Path Indicators and Doppler Very High Frequency Omnidirectional Range (DVOR) were installed in 1984.

AIBN: 6 The pilots aimed for a ground speed of at touchdown and were guided by the precision approach path indicator. Upon passing the threshold the aircraft had a slightly high speed, at . The aircraft touched down at 07:32:14, a few meters past the ideal landing point, in a soft landing.

Faber died in Marylebone, London, on 17 September 1920, aged 73, and is buried in Brompton Cemetery. The grave lies to the east side of the main north approach path and is visible only through a low tunnel in the shrubbery. He is buried with his brother Denison, who died childless, leaving the barony extinct.

Runway 3-21 is equipped with medium intensity runway edge lighting. Both runway ends have runway end identifier lights. Runway 21 is equipped with precision approach path indicators, having replaced the older VASIs. The airport also has an airport beacon, but hills - especially the one to the north - can limit its ability to be viewed.

The airport is open 24/7 and has an FSS on field that is open 24/7/365. The FSS provides Advisory Services to pilots.The Airport is equipped with MIRL(Medium Intensity Runway Lighting) on all runways. Runway 17/35 is equipped with PAPI(Precision Approach Path Indicator) and REIL(Runway End Identifier Lights).

In his final years he lived and worked at 44 Charlotte Square. He died on 7 February 1888 and was buried with his parents in St Cuthbert’s Churchyard at the west end of Princes Street.Dictionary of Scottish Architects: Reid The grave lies in the south-west section around 10 metres from the main west approach path.

Lampson Field is a public airport located three miles (4.8 km) south of the town of Lakeport, in Lake County, California, United States. Features of the airport include 4.0 degree precision approach path indicator (PAPI) lights on runway 28, pilot controlled lighting, and an automated weather observing system (AWOS). The airport covers and has one runway.

The flight path became unstable after autopilot disconnect. The Precision Approach Path Indicator was showing three white lights just before entering Instrument Meteorological Conditions (IMC). The rate of descent significantly exceeded 1,000 feet/min in IMC. The glideslope deviated from half dot low to two dots high within nine seconds after passing the Minimum Descent Altitude.

The control tower is in operation daily. The single runway has runway end identifier lights (REILs), pilot controlled medium-intensity runway lighting (MIRLs) and a precision approach path indicator (PAPI). Full and self-service fuel is available around the clock. The airport has an automated weather observing Ssstem (AWOS) with data available continuously by radio and telephone.

New hangars, consisting of 33 units were completed between 2000 and 2001, as well as the installation of the PAPI. PAPI (Precision Approach Path Indicator) is a system of lights that provide pilots vertical guidance to the runway. This assists the pilot in determining whether they are too high, too low, or right on the glide path.

Opening for the 2016 summer season was delayed until the end of April following storm damage to the approach path in January 2016 but further damage occurred in June 2016. The path re-opened on 30 June 2017. Car parking, a café, exhibition and visitor facilities for The Gobbins are provided by visitor centre at nearby Ballystrudder.

Much of the island's natural features are found along the trail. The trail comprises two overlapping lasso-shaped paths, the "red" and "blue" trails. The blue trail is slightly longer than the red trail. Along the shared "lasso spur" is a canal for mosquito control as well as an intersection with the old Hunter Island causeway's cobblestone approach path.

The airport has one paved runway (900 m (2954 ft) x 20 m (67 ft)). The runway offered Precision Approach Path Indicator and illumination. Discussions were held about extending the runway to 1200 metres, but those plans were withdrawn due to severe protests by nearby residents. The airfield was in use from 06:30 – 23:59 daily.

Whilst this airport is quite conveniently located very close to the city centre, the location is problematic because aircraft have Sugarloaf Mountain on the direct approach path, meaning that whilst installing an ILS system would be feasible because of the relatively clear approach path onto runways 20L/20R, it is not feasible as if an ILS was installed on runways 02L/02R, the glide path would head through Sugar Loaf. This means that aircraft have to negotiate the mountainous terrain beyond the two runways by either: a. flying over the bay entrance, then quickly swerving behind Sugar Loaf on to the runway glide path, or b. fly over central Rio and negotiate the mountainous terrain not just around Sugar Loaf, but also around the central west of Rio.

During the season flowers grow in profusion in the area giving a colourful carpet-like appearance to the terrain. Along the approach path to the Jorgen point many pine trees are also seen. Bridget Ozanne (1953–2007), a botanist, discovered the modern record of lichenized fungi species Teloschistes flavicans at Jerbourg. Jerbourg is an important breeding ground for several species of gulls.

Mount Furi (also simply Furi) is a stratovolcano near Addis Ababa, Ethiopia. Located in the south eastern outskirt of Addis Ababa, this mountain has a latitude and longitude of and an altitude of . Mount Furi is on the approach path to Bole International Airport. In 2003 a British Mediterranean Airways flight to Addis Ababa avoided the peak by 50 feet.

Non-air carrier aircraft: ceiling 1,000 feet and visibility 3 miles. Air carrier aircraft: ceiling 1,500 feet and visibility 5 miles, unless the landing runway is equipped with precision approach path indicator (PAPI) or visual approach slope indicator (VASI), in which case 1,000 feet ceiling and 3 miles visibility must be applicable. For configurations requiring a RLP, the ceiling and visibility may differ.

The main runway has an Instrument landing system CAT III for runway 12 and CAT I for runway 30 plus a Precision Approach Path Indicator (PAPI) for runway 12. A PAPI will also be installed for runway 30 at the end of 2019. This enables aircraft to land at the airport in bad weather conditions, with visibility as low as 75 metres.

Runway 6-24 is long and wide, with High Intensity Runway Lights (HIRL). Runway 6 approach has an Instrument Landing System (ILS) and a Medium Approach Lighting System-R (MALS-R). Runway 24 approach is equipped with both a Precision Approach Path Indicator (PAPI) and Runway End Identification Lights (REIL) systems. Runway 6-24 underwent complete overlay and grooving in 1987.

Objective methods consist of various forms of derivative methods, wavelet analysis methods, the variance method, and the ideal profile fitting method. Visual inspection methods are infrequently used as a subjective approach but they are not the best approach. Ceilometers are a ground based Lidar optimised for measurement of cloud on the approach path of aircraft, they can also be used for PBL studies.

Puzieux is sited on the north-east of the Vosges Plain, close to the neighbouring Meurthe-et-Moselle département. The village is within the Canton of Mirecourt, itself some to the south-east. Beyond the south side of Puzieux is the approach path for the local airport. The communal territory is traversed by two streams called Les Pierres and Oëlleville.

The runway and taxiways have medium intensity lighting systems (MILS). Runway End Identifier Lights (REIL) are at each end of the runway, as well as lights showing the end of the threshold. A Precision Approach Path Indicator system is at each end. "Lighted airfield signs at [IFP] are at aircraft hold positions, taxiway intersections, and at the intersection of the connecting taxiways and runways".

It has a takeoff run available (TORA) of on runway 01 and on runway 19, and a landing distance available (LDA) of on 01 and on 19. All have category I instrument landing system with precision approach path indicators. The airport is equipped with category 7 fire and rescue service. The airport has a reference elevation of 10 meters (32 ft) above mean sea level.

In 2015, Southern Management Corporation proposed a , 13-story hotel on University of Maryland property in the approach path of the airport. The project was approved by the county but exceeded a tall FAA limit for a building at location in the flight path, prompting a redesign as a 10-story hotel. Ground was broken for the hotel later in 2015 and opened in 2017.

The fort walls encircling the central courtyard have guard rooms, which are also combined with many bastions and mounted by cannons (some of the cannons are also ornamented). Cannons are also lined along the approach path to the citadel. The fort walls are engraved with images of Yalis. At the top of gateways, openings are seen, which were likely used to douse the enemy with boiling oil.

Air travel in Evans County is provided by the Claxton-Evans County Airport. The site for the airport was approved by the FAA in 1964 and it was activated in 1971; the airport is three miles (5 km) northeast of Claxton, Georgia. It is operated by the city of Claxton. It has a runway, hangars, pilot control lighting, and a Precision Approach Path Indicator.

Gobernador Gregores Airport , is an airport serving Gobernador Gregores, a town in the Santa Cruz Province of Argentina. The airport is east-southeast of the town, on a low mesa above the Chico River. An overrun of on the west end of the runway will drop off the mesa. There is a higher mesa just off the east end, less than north of the approach path.

At 05:49 UTC, as Flight 3704 approached Yasuj, the flight crew asked the meteorological information in Yasuj. Yasuj Tower later informed Flight 3704 about the weather condition and mentioned that the final approach path was clear. The flight later was cleared to descent to FL170 by Tehran and was handed over to Yasuj on 05:53 UTC. The crew stated that they would continue the approach with FL150.

Mundra Airport is a licensed airport in 'private category' with air traffic control (ATC) which is operated by the Airports Authority of India (AAI). The nearest commercial airports are at Bhuj (65 km) and Kandla (60 km). The company plans to extend the current runway at Mundra to 4,500 metres. It has also installed a precision approach path indicator (PAPI), and approach and runway lighting for safe night landings for aircraft.

Kagamuga Airport features two runways. The main runway bears the designation 12/30 and measures 2'190 m in length with 30 m in width. The second runway is designated as 08/26 and is 1'097 m long and 18 m wide. Navigational aids equipment of both runways includes precision approach path indicator (PAPI), non-directional (radio) beacon (NDB), distance measuring equipment (DME), and approach and tower (TWR) facilities.

A two-storey square tower stands at its highest point, serving as both a lookout post and keep. A simple bastion stands at the opposite end of the fort to cover the approach path and the ridge line. It has an outer barbican to defend the fort's narrow entrance gateway and the gorge below the fort. The walls, which are about thick, are made from locally quarried limestone.

The weather at Surat Thani Airport was in good condition with good visibility and calm wind. At 18:39 local time, the co-pilot contacted Surat Thani to report Fligh 261's position. Surat Thani controller then stated that the Precision Approach Path Indicator on the right side of the runway 22 was not functional and the indicator on the left side was in use. Two minutes later, Flight 261 was cleared to land.

One investigator from the JTSB stated that a downdraft during approach may have contributed to the inadequate altitude at the runway threshold. The METAR (weather conditions) for the time did not indicate any unusual weather or wind shear. The weather was low overcast with almost no wind. Recovered flight data shows that, after autopilot disconnect, the aircraft began a slow and controlled descent below the normal glide slope approach path about 4 km prior to impact.

There are now taxiway signs, and the taxiway and runway lighting has been upgraded to new units. The runway lighting is now medium intensity on runway 17/35 and upgraded to high intensity on 08/26. This alleviates the loss of the approach lighting system previously. Also during this upgrade the old Fixed Distance Lighting and Visual Approach Slope Indicator systems were decommissioned and replaced with new Precision Approach Path Indicator systems on the left side of all runways.

The airport has 4C ICAO Classification, suitable for landing large aircraft such as the Boeing 757 or the Boeing 767. It has a terminal with facilities for international passengers, police, customs and immigration, restaurants, shops, banks, taxis, tourist information, car rental agencies, and parking places for 1,500 cars. The airport has seven hangars, Aeronautical Mechanicals, CAT I ILS, and Precision Approach Path Indicator (PAPI) system. The Neuquen VOR-DME (Ident: NEU) is located on the field.

In aviation, VNAV (short for vertical navigation; usually pronounced vee-nav) is glidepath information provided during an instrument approach, independently of ground-based navigation aids. An onboard navigation system displays a constant rate descent path to minimums. The VNAV path is computed using aircraft performance, approach constraints, weather data, and aircraft weight. The approach path is computed from the top of descent point to the end of descent waypoint, which is typically the runway or missed approach point.

The airport was commissioned on November 12, 1977. Since 29 January 2013 the airport is operating with a 1.780m x 45m runway. The enlargement from its previous 1.615m x 30m to the present size was necessary due to the constant increase in the airport's traffic. Ongoing projects at the airport are the installation of the Precision approach path indicator as well as a new improved fire station, which will raise the safety category to CAT 5.

At 16:34 hrs, the pilot was instructed to descend to a holding pattern at on reaching Mayfield NDB and to steer a course of 280 degrees and then to continue to descend to . Turned on to the ILS approach path, TC-SEV overshot the centre line slightly. At from touchdown, the aircraft affirmed that it could continue on the ILS. At 16:38 hrs, the captain was requested a change to tower frequency and this was acknowledged.

Wraysbury is a village and civil parish in the Royal Borough of Windsor and Maidenhead in England. It is under the western approach path of London Heathrow airport. It is located on the east bank of the River Thames, roughly midway between Windsor and Staines-upon-Thames, and west by south-west of London. Historically part of Buckinghamshire, Wraysbury was made part of the new non-metropolitan Berkshire in 1974, under the Local Government Act 1972.

A precision approach path indicator (PAPI) is a visual aid that provides guidance information to help a pilot acquire and maintain the correct approach (in the vertical plane) to an airport or an aerodrome. It is generally located on the left-hand side of the runway approximately 300 meters beyond the landing threshold of the runway. The PAPI can be seen to the right (non- standard) side of the runway. The aircraft is slightly below the glideslope.

The terminal has an area of 3000 m2. Moreover, the airport is now equipped with Runway Lights and a Precision approach path indicator (PAPI) which allow aircraft to take- off and landing during nighttime. The runway has been expanded and widened to 2,250 x 45 m, which now allows the airport to accommodate narrow-body aircraft such as the Boeing 737 and Airbus A320. The runway is still planned to be extended to 2,500 m in the future.

Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft. Having a higher approach path and touching down further along the runway than the previous aircraft will help avoid wake turbulence. Glider pilots routinely practice flying in wingtip vortices when they do a maneuver called "boxing the wake." This involves descending from the higher to lower position behind a tow plane.

Map of the airport Daman Airport has two intersecting asphalt runways. The main runway 03/21 is 5910 ft (1801 m) long and 45 m wide while the secondary runway 10/28 is 3284 ft (1001 m) long and 25 m wide. The airport is equipped with Airport Surveillance Radar (ASR), Precision Approach Path Indicator (PAPI), Doppler Very High Frequency Omnidirectional Radio Range (DVOR) – Distance Measuring Equipment (DME) and Non-Directional Beacon (NDB), as navigation aids.

The norm for landing at Fornebu was to rendezvous with a radio beacon, Rumba, and conduct a fifteen-degree left turn for about half a minute. The aircraft would then be aligned with the 06 runway and could glide down following the instrument landing system (ILS). This maneuver would nominally take place at an altitude of 1,100 meters (3,500 ft). However, in clear weather the pilots often opted for a short-cut to reach the approach path more quickly.

There was poor visibility around Rockland on the night of the crash. Fog was extremely common at Knox County Regional Airport because of its position on a peninsula in Penobscot Bay. The weather observer at the airport used markers to the north and west of the airport to determine visibility, but approaches were from the south to the airport's Runway 3. The approach path was over the Atlantic Ocean, and fog is often thicker over the sea than over land.

The ruin is located in the immediate vicinity of the railway Bucharest - Craiova and near the final approach path to Bucharest airport, the traffic on these routes hastening its degradation. Some architects believe that the monastery can be restored, because a church built from scratch would cost much more. In April 2011 the monastery was claimed by the church and it now has restoration plans for the site. The place is now bordered by a fence but access is free.

The old Limbang STOL (Short Take Off and Landing) airfield was built in 1963 by the British Army for use during the confrontation between Malaysia and Indonesia. Situated beside Mas Hill (Bukit Mas), about from the town of Limbang. The old airfield did not meet the safety requirements of ICAO (International Civil Aviation Organization). Furthermore, the old airfield was surrounded by mountains and the approach path was covered by tall vegetation such as trees, combined with the relatively high ground.

Once established on an approach, the pilot follows the ILS approach path indicated by the localizer and descends along the glide path to the decision height. This is the height at which the pilot must have adequate visual reference to the landing environment (e.g. approach or runway lighting) to decide whether to continue the descent to a landing; otherwise, the pilot must execute a missed approach procedure, then try the same approach again, try a different approach, or divert to another airport.

Based on the crew's conversation and the flight's erroneous position report over BARLOW intersection, the NTSB noted that the Captain's navigation radio had apparently presented the crew with consistently false information at several points along the approach path. No reason for the false indications could be determined. The NTSB also found that ATC had used proper procedures in handling flight 1866. The small aircraft that entered the airspace during their descent might have been a distraction for both the controller and the pilots.

Daman Beach Indian Coast Guard Air Station, Daman is the premier air station of the Coast Guard with all the airfield facilities, air traffic control and other allied air traffic services. It is equipped with state-of-the-art airport surveillance radar (ASR), precision approach path indicator (PAPI), Doppler very high frequency omnidirectional radio range (DVOR) – distance measuring equipment (DME) and nondirectional beacon (NDB), as navigational aids. This air station provides ATC and parking facilities to defence as well as civil aircraft.

To provide for a safe environment to perform normal helicopter landing and takeoff operations each heliport must have unobstructed approach/departure paths. At a minimum the FAA recommends that there should be two approach departure path so that pilots have viable unobstructed routes into and out of a heliport under multiple wind conditions. The minimum recommended separation between flight paths is 135 degrees. A heliport approach path is broken down into two distinct airspace surfaces, the Approach Surface and the Transitional Surface.

There are several cliff faces on the Sunny Side. The First Cliffs are literally the first set of cliffs you pass when approaching from the stairs. The Upper Deck is the higher portion of the cliffs that can either be approached from the top via the first path turning off. The Lower Deck is directly underneath the Upper Deck, and can either be approached by a rappel, or by scrambling over rocks from an approach path between the first cliffs, and the Upper Deck.

Luce Douady (17 November 2003 – 14 June 2020) was a French climber. She made her debut professional appearance on the IFSC Climbing World Cup circuit, where she finished in fifth place, and became youth world champion in 2019. She also won the bronze medal at senior level at the 2019 IFSC Climbing European Championships in Edinburgh. Douady died on 14 June 2020 at the age of 16, after a fall from an approach path at “Le Luisset – St Pancrasse” in the Isère department of France.

Devonport Soccer Club uses Valley Road for the first time. The club experiences difficulties because of the approach path from Valley Road. (At this time Lovett St did not exist.) 1972– March. The soccer club seeks council permission to erect lights for training. Cost $3,000 1972– 3 June Valley Road Soccer Centre is officially opened by Councillor Percy Williams, Warden of Devonport. Devonport beats Hobart Metro 3–2 in an Ampol Cup Game on the opening day and soccer in Devonport came of age.

The weather was very good; the latest METAR reported light wind, visibility (the maximum it can report), no precipitation, and no forecast or reports of wind shear. The pilots performed a visual approach assisted by the runway's precision approach path indicator (PAPI). Preliminary analysis indicated that the plane's approach was too slow and too low. Eighty-two seconds before impact, at an altitude of about , the autopilot was turned off, the throttles were set to idle, and the plane was operated manually during final descent.

Meanwhile, a gear unsafe alert tone sounded continuously in the cockpit, unacknowledged by the pilots. With their attention focused on trying to adjust to the correct altitude, and distracted by audible warnings, the crew failed to notice that the plane was still off course, and had by this time flown to the right of the desired approach path, descending at rates as high as 1,700 feet per minute. Audible warnings of "MINIMUM", "SINK RATE", "TERRAIN", and "TOO LOW-GEAR" sounded, adding to the confusion.

View of Himalayas from Tungnath Tungnath is at the top of the ridge dividing the waters of the Mandakini River (raising from Kedarnath) from those of the Alaknanda River (raising above Badrinath). The Tungnath peak on this ridge is the source of three springs, which form the Akashkamini River. The temple lies about below the Chandrashila Peak (). The road to Chopta is just below this ridge and hence provides the shortest bridle approach path for trekking to the temple from Chopta, over a short distance of about .

National air space authorities will accept these bearing errors when they occur along directions that are not the defined air traffic routes. For example, in mountainous areas, the VOR may only provide sufficient signal strength and bearing accuracy along one runway approach path. Doppler VOR beacons are inherently more accurate than conventional VORs because they are less affected by reflections from hills and buildings. The variable signal in a DVOR is the 30 Hz FM signal; in a CVOR it is the 30 Hz AM signal.

Westchester County Airport covers 702 acres (284 ha) at an elevation of 439 feet (134 m) above mean sea level. It has two asphalt paved runways: 16/34 is 6,549 by 150 feet (1,996 x 46 m) and 11/29 is 4,451 by 150 feet (1,357 x 46 m). Runway 29's threshold is displaced 1,297 feet (395 m) due to trees obstructing the approach path. The trees (in Connecticut) are 37 ft (11 m) tall and 370 ft (113 m) from the end of the runway.

There is no runway lighting so operations are limited to daylight hours. Pilots use non- controlled-aerodrones to coordinate arrivals and departures. The nearby, Oaks Township is an important landmark for visual flight rules pilots when approaching Camden Airport, placing this Aircraft Landing Area their approach- path. The primary user of The Oaks is Dave's Flying School, a Recreational Aviation Australia accredited flying school, which offers students an alternative to the congested Bankstown and Camden airports for initial flight training in the Sydney area.

Hamilton Municipal Airport covers an area of at an elevation of 1,137 feet (347 m) above mean sea level. It has one runway designated 17/35 with a grooved asphalt surface measuring 5,314 by 75 feet (1,620 x 23 m) and a full- length taxiway. The airport is illuminated for night flying by pilot- controlled lighting (PCL), activated on the 122.7 MHz frequency (medium- intensity edge lighting and runway end indicator lights). Precision approach path indicators are available for visual approaches in both directions.

The dispute ended 16 March 2006, when the Federal Administrative Court of Germany rejected the residents' arguments. However, the court imposed stipulations on the flight operations at the new airport. The construction permit was granted only under the condition that once operational, the number of people living in the approach path would be lower compared to the situation surrounding the three existing airports – Tegel, Schönefeld and Tempelhof. Therefore, it was mandatory for Tegel and Schönefeld to close (Tempelhof was already decommissioned in 2008) once Berlin's air traffic was concentrated at the new airport.

The maneuvering process to approach and landing combined only accounts for 17% of the average flight time, but is responsible for 70.2% of total aviation accidents. Statistics prove a significantly larger number of accident occurrences during the phases where pilots are in stressed and pressured situations. At these phases, pilot decision making can be critical. For example, the pilots of Asiana Airlines flight 214 were in a pressured and fatigued situation when they failed to overshoot after detecting a low approach path and high airspeed on the final approach.

Other major parks in the area include Enmore Park, Camperdown Park, Marrickville Park, Steel Park and Camperdown Memorial Rest Park. There are also substantial parklands surrounding the Cooks River. After the completion of the airport's third runway in the mid-1990s, the Commonwealth Government controversially purchased and demolished 152 residential properties in the worst-affected parts of Sydenham. The newly vacant land, which is located not under the approach path of the third runway but under the approach/departure path for runway 16R/34L, became Sydenham Green, a public park covering 4.5 hectares.

Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation.

In the 1950s the club had a unique problem when it came to installing floodlights at Love Street. The ground was on the direct approach path for aircraft to the local airport which, at that time, was a mere three miles east, in Renfrew. This meant that as well as involving Paisley Town Council, Saints’ plans also had to satisfy three Government departments - the Ministry of Civil Aviation, the Air Ministry and The Admiralty. Initially there were roof-line lights set all the way along the newly built North Bank cover and the grandstand opposite.

The airport's only sealed taxiway connects the apron and the asphalt runway, so aircraft taxi on the runway, and commence take off roll from runway ends. New Plymouth Airport is infamous for crosswinds, due mostly to the fact that although the tarmac runway faces into the prevailing SSW wind the area regularly receives a strong SSE/SE. The cross runway is not sealed, and thus airline traffic is limited to the tarmac runway, parallel to the sea. The tarmac runway is equipped with low intensity runway lighting, runway end lighting, and Precision Approach Path Indicators.

Sanderson Field covers an area of at an elevation of 273 feet (83 m) above mean sea level. It has one active runway (5/23), running in an east–west orientation with a asphalt pavement. The active runway has medium-intensity runway edge lighting, installed in 1986, that operates from dusk to dawn. The primary approach is on Runway 23, which has a four-light Precision Approach Path Indicator system. A former runway (17/35) runs in a north–south orientation and has been deactivated since the early 1960s.

As of around 1970, Heyhead was a small settlement at the south end of Woodhouse Lane and the nearby part of Ringway Road. It comprised several terrace houses, a small shop, two or more old cottages, a chapel, and the Ringway Haulage Company. Manchester Airport's ground level car parking has been displaced from other areas and car parks have been formed to the north and south of the runways and under the approach path. The Heyhead area has been progressively replaced by level car parks, and by 2011 all of Heyhead's buildings had vanished (see History of Manchester Airport#Expansion).

However, the adverse winds might > have been too severe for a successful approach and landing even had they > relied upon and responded rapidly to the indications of the flight > instruments. The NTSB also concluded that failure of either air traffic controllers or the flight crew to abort the landing, given the severe weather conditions, also contributed to the crash: > Contributing to the accident was the continued use of runway 22L when it > should have become evident to both air traffic control personnel and the > flight crew that a severe weather hazard existed along the approach path.

The Silchar airport terminal, handling domestic flights, it can handle aircraft such as Boeing 737-800 and Airbus A320. Amenities include a restaurant, a handicrafts shop, ATMs, chocolates shop, and free WiFi. There is a single asphalt runway with dimensions (7500 ft / 2286m) . Lighting System: PAPI - Precision Approach Path Indicator visual aid for both side of the runway (06/24) that enables pilots to maintain the correct approach (in the vertical plane) towards the airport and ILS - Instrument landing system provides a direction for approaching when the aircraft tune its receiver to the ILS frequency, it provides both lateral and a vertical signals.

The aircraft descended far below the normal approach path until it struck trees, rolled inverted and crashed into the ground, coming to rest in a wooded area a short distance from the runway. Both the Russian and Polish official investigations found no technical faults with the aircraft, and concluded that the crew failed to conduct the approach in a safe manner in the given weather conditions. The Polish authorities found serious deficiencies in the organization and training of the Air Force unit involved, which was subsequently disbanded. Several high- ranking members of the Polish military resigned, under pressure from politicians and the media.

The right engine began delivering forward thrust but the left engine was still in reverse thrust. The aircraft entered a roll to the left with rapidly decreasing altitude and struck the ground at a pitch angle of 0 degrees 250 meters left of the approach path in a snow-covered field. Because the landing gear was retracted the lower fuselage then left propeller contacted the ground before and aircraft gained altitude and became airborne again, the left propeller vibrating severely. The airliner covered 140 meters then struck a telephone pole severing 3 meters of the right wing along with part of its aileron.

Mount Moreland, a small community located south of the airport, is an important roosting site for the European barn swallow. The roughly reed bed where the birds roost is directly underneath the approach path to runway 06. When the construction of the airport was announced, there were fears that the reed bed would have to be destroyed due to the perceived threat of bird strikes, creating concern amongst environmentalists. As a result, a study into the risks of bird strikes at KSIA was commissioned, with special attention being paid to the barn swallows at Mount Moreland.

The precision approach path indicator system was first devised in 1974 by Tony Smith and David Johnson at the Royal Aircraft Establishment in Bedford, England. It took them a further two years to fully develop the technology. Smith and Johnson's work was honoured by a commendation from the RAE, a Fellowship from the Aeronautical Society, an award from the American Flight Safety Foundation, and a Gold Medal from the British Guild of Air Pilots. Engineering firm Research Engineers (RE) were also heavily involved in the project, having produced and supplied PAPI units for the first trials that were conducted.

A number of standard production F-104 Starfighters were obtained (including F-104D two-seat versions)Drendel 1976, p.24. and used by the ARPS to simulate the low lift/high drag glide approach path profiles of the X-15 and the projected X-20 Dyna-Soar program. These maneuvers were commenced at where the F-104 engine was throttled back to 80% power; and with the flaps, speedbrakes and landing gear extended, the aircraft was established in a 30° dive with a pull-out for the landing flare starting at above the ground. These glide approaches gave little room for error.

The noise produced by the helicopters, however, remained a subject of contention in local newspapers. Since the 1990s areas directly to the north of the air base have been demarcated for land development, namely Westercelle, and Altencelle. These areas are situated directly beneath the approach path of runway 26. Even though developers and prospective buyers were previously informed regarding the proximity of the airfield and also benefited from reduced house prices, some did not realise the actual effects of living close to an active airfield, particularly during periods of night flight training, which has led to numerous complaints.

The airport is the main access to the Mount Everest region in Nepal, and is a notoriously difficult landing, with only of steeply sloped runway just wide and a steep approach path."Everest plane crash kills 18 tourists in Nepal" Agence France- Presse 8 October 2008 Due to bad weather conditions and heavy fog, the pilot lost visual contact, nevertheless attempted a visual approach, as there are no Instrument landing systems installed at Lukla. The aircraft came in too low and too far left, which caused the aircraft to crash short of the runway, as the landing gear got caught in a perimeter fence on airport grounds.

The investigative team faced very challenging weather conditions, difficult terrain, and potential landmine hazards. The evidence recovered from the site was insufficient to determine a definite cause for the crash, but the location suggested that the crew had descended below the minimum descent altitude for the phase of the approach that they were in. Without the cockpit voice recorder, survivors, witnesses, or a valid flight data recording, the investigation stalled. In 2006, the Civil Aviation Operation of the Ministry of Transport of Afghanistan released their final report concluding that the plane flew into terrain below the ideal approach path, most likely as a result of pilot error.

The western end of Runway 9/27 was lengthened by approximately 300 feet in 1997. In 2001, the airport received a grant from Pennsylavania's Department of Transport (PennDOT) to develop an airport layout plan, which helped make the airport eligible for further federal and state funding under the FAA's Airport Improvement Program. Additional corporate hangars were constructed in 2004. In 2006, several projects were completed to improved safety and night operations: Runway 9/27 was resurfaced, new night lighting was added, a precision approach path indicator (PAPI) was added to the runway, and Taxiway A was lengthened to the western end of the runway.

Hannibal Regional Airport covers an area of at an elevation of 769 feet (234 m) above mean sea level. It has one runway designated 17/35 with a concrete surface measuring 4,400 by 100 feet (1,341 x 30 m) with a concrete surface. Runway 17/35 has Runway End Identifier Lights (REIL) and Precision Approach Path Indicator (PAPI) lights on each runway end. The airport originally had an asphalt runway that was x with no parallel taxiway. In 2002 the airport was completely shut down for almost 6 months while the old runway and apron were completely removed and a new concrete runway (4,400 x 100 ft.) was constructed.

Although the localiser signal would be present throughout the landing, the glide slope had to be disregarded before touchdown in any event. It was recognised that if the aircraft had arrived at decision height (200 ft) on a correct, stable approach path – a prerequisite for a safe landing – it would have momentum along that path. Consequently, the autoland system could discard the glideslope information when it became unreliable (i.e. at 200 ft), and use of pitch information derived from the last several seconds of flight would ensure to the required degree of reliability that the descent rate (and hence adherence to the correct profile) would remain constant.

Mørefly merged with Lufttransport in 1995. The Vigra Fixed Link opened between 1987 and 1989. It consists of the long Ellingsøy Tunnel between Ålesund and Ellingsøya, the long Valderøy Tunnel connecting the islands of Ellingsøya and Valderøya, and others. This allowed travelers from Ålesund to reach the airport without a ferry. They remained a toll road until 25 October 2009. RVR and the airport coach service was taken over by Ålesund Bilruter from 1 January 1988. A precision approach path indicator system was completed in 1991. Three years later an automatic terminal information service was taken into use.Hjelle: 41 The airport had for years been limited by its short runway.

From this point ahead is the main 'Tashiding Gompa' which is called as Chogyal Lhakhang or the monastery, followed by the 'butter lamp house', four chortens, 'Tsenkhang', a new butter lamp house and finally terminating at the 'Guru Lhakhang', which is the temple of Guru Rinpoche. Other basic essential structures such as kitchen, school and residential housing are located on the left side of the approach path to the monastery. Chorten and inscription slabs outside the Tashiding Monastery. In the 'Chorten area', there are 41 chortens categorised as 'Chotens of Enlightenment', 'Chortens of Reconciliation' and 'Chortens of Great Miracle', which are all of Rinpoches and Tathāgatas.

The original Mobile Service Tower (MST) was lowered in height and two new flame ducts were added for the shuttle's solid rocket boosters. Additional modifications or improvements, included liquid hydrogen and liquid oxygen storage tanks, a payload preparation room, payload changeout room, a new launch tower with escape system for the shuttle crewmembers, sound suppression system and water reclamation area and a Shuttle Assembly Building were added to the original complex. The existing 8,500-foot (2,590 m) runway and overruns on the North Base flightline were lengthened to 15,000 feet (4,580 m) to accommodate end-of-mission landings, along with construction of the Precision Approach Path Indicator (PAPI) lights/large triangle arrows at both ends of the runway.

He had indeed fallen but had landed on a narrow ledge in front of the entrance to the cave, before being rescued. At the time, reaching the cave was very difficult. The Royal Engineers made, Martin's Path, a small approach path above the precipice to facilitate access. A visitor described the perilous journey to get there a few years after it was discovered: Speleothem inside Martin's cave In the 1860s, Captain Frederick Brome, the governor of Gibraltar's military prison, sought permission from the Governor of Gibraltar to explore Martin's Cave, as well as St. Michael's Cave, Fig Tree Cave and Poca Roca Cave, with the objective of finding archaeological evidence of the past use of the caves.

The small airport has been used by various celebrities visiting the Hamptons including the Mick Jagger who was inspired to write a 1976 song Memory Motel based on an actual Montauk motel. He and Bianca Jagger had been staying at the estate of Andy Warhol near Montauk. Other celebrities spotted at the airport included Sarah Ferguson, Nicole Kidman, Robert De Niro, Jimmy Buffett, Ray Charles, Aretha Franklin and Lou Reed. In 2007, Montauk Airport received two grants from the Federal Aviation Administration to install an Automated Weather Observing System to provide pilots with current weather conditions at the airport and a Precision Approach Path Indicator to visually alert pilots if they are on the glidepath while preparing to land.

TLS then calculates the position of all aircraft using the transponder replies and converts that into real-time guidance for an aircraft cleared for approach based on its position relative to the desire approach path. The position tracks for all aircraft in the TLS service volume are displayed on an ATC monitor similar to a secondary surveillance radar but with an increased update rate and higher accuracy. For an aircraft conducting an instrument approach, the TLS will transmit horizontal and vertical guidance signals to the ILS receiver and cockpit avionics that are identical to those of an ILS. The signals will thus appear to emanate from fixed locations where ILS antennas are typically installed.

Since then, the city of Seoul has spread, to envelop Yongsan Garrison. Yongsan Garrison has been used by the United States Army as Garrison Yongsan (USAG-Yongsan), under the supervision of the Installation Management Command Pacific Region. In November 1992 some 297,000 square meters (77 acres) of land, including a golf course, was given back to the City of Seoul to become Yongsan Family Park and the site of the recently opened National Museum of Korea. The opening of the completed National Museum was delayed several years while the fate of a U.S. Army helicopter landing facility (H-208) was decided (its approach path and landing pads were directly in front of the museum).

Turkish Airlines Flight 6491 was a scheduled international cargo flight operated by ACT Airlines on behalf of Turkish Cargo, from Hong Kong to Istanbul via Bishkek, Kyrgyzstan. On 16 January 2017, the Boeing 747-400F flying the route crashed in a residential area while attempting to land in thick fog at Manas International Airport, Bishkek. A total of 39 people – all four crew members on board and 35 residents on the ground – were killed. The subsequent investigation found that the aircraft failed to properly acquire the instrument landing system's signal, remaining significantly higher than the correct approach path while overflying the entire length of the runway; it then collided with houses seconds after initiating a go-around.

The station is unstaffed and has no ticketing provision, so all tickets must be bought on the train or prior to travel. A Harrington Hump has been installed to improve accessibility to the trains for mobility-impaired passengers and the waiting shelter here was replaced in 2015 as part of the Tees Valley line improvement programme - this also saw the installation of a digital CIS display, new signage and CCTV."Report of meeting with Steve Payne, Tees Valley Unlimited" North East Coastliners news article 29 June 2015; Retrieved 17 February 2017 Train running information is also available via a public telephone and timetable posters. The station is not listed as suitable for wheelchair users on the National Rail website due to the approach path being steeply graded.

The goal was to enable a radar-equipped, sea-search aircraft to approach a surfaced submarine to within 30 seconds from arrival before being seen, to enable the aircraft to drop its depth charges before the submarine could dive. There was insufficient electrical power available to illuminate the entire surface of the aircraft, and outboard lamps in the manner of diffused lighting camouflage would have interfered with the airflow over the aircraft's surface, so a system of forward-pointing lamps was chosen. These had a beam with a radius of 3 degrees, so pilots had to fly with the aircraft's nose pointed directly at the enemy. In a crosswind, this required a curving approach path, rather than a straight-line path with the nose pointed upwind.

When the pilot is approaching the lights at the proper angle, meaning the pilot is on the glide slope, the first set of lights appears white and the second set appears red. When both sets appear white, the aircraft is too high, and when both appear red it is too low. This used to be the most common type of visual approach slope indicator system; however, it is being phased out and replaced by Precision approach path indicators (PAPIs), which are closer together and therefore more efficient to sight and maintain. A mnemonic to remember the colors and their meaning is: : White over White, you're high as a kite / you'll fly all night / check your height / you're out of sight : Red over White, you're alright.

Moreover, the airport is also equipped with PAPI (Precision Approach Path Indicator) and VOR (VHF omnidirectional range), devices that help planes to land at night and other navigation tools. Since 1 February 2009, international-flight passengers are required to pay an airport tax of IDR 75,000, while domestic flight passengers are required pay an airport tax of IDR 25,000.SK. DIREKSI:KEP.15.02 1 February 2009 PT Angkasa Pura II, as the airport operator, had targeted at mid-year 2010, for the airport runway to be thickened from Pavement Classification Number (PCN) 37 cm to PCN 52 cm, to accommodate larger narrowbody aircraft, such as Airbus A320, Airbus A320neo, Boeing 737, Boeing 737 MAX, and Bombardier CRJ1000 NextGen"Tempo interaktif – Indonesian" , tempointeraktif.

One of the first aids for air navigation to be introduced in the USA in the late 1920s was airfield lighting to assist pilots to make landings in poor weather or after dark. The Precision Approach Path Indicator was developed from this in the 1930s, indicating to the pilot the angle of descent to the airfield. This later became adopted internationally through the standards of the International Civil Aviation Organization (ICAO). Jimmy Doolittle developed Instrument rating and made his first “blind” flight in September 1929. The March 1931 wooden wing failure of a Transcontinental & Western Air Fokker F-10 carrying Knute Rockne, coach of the University of Notre Dame’s football team, reinforced all-metal airframes and led to a more formal accident investigation system.

The severe weather phenomenon that affected Kinshasa and its surrounding areas at the time of the accident was a fast moving and severe "Squall Line". The Approach path and Kinshasa airfield were probably covered by inclement weather at the time of the accident. The fast movement of the "Squall Line" can also be visualized by the fact that the weather information provided to the crew at 12:49 by Kinshasa ATC stated of visibility while the weather report (SPECI) at 13:00 reported a visibility of only . The accident occurred at 12:56 So, during the interim period of ten minutes, a rapid change in weather had taken place but the same was not conveyed to the crew by the ATC.

The L-1011 TriStar's three-crew flight deck Coach cabin of a TWA L-1011 TriStar in 2–5–2 layout The L-1011 featured a highly advanced autopilot system and was the first widebody to receive FAA certification for Cat-IIIc autolanding, which approved the TriStar for completely blind landings performed by the aircraft's autopilot in zero-visibility weather. The L-1011 used an inertial navigation system to navigate; this included aligning the navigation system by entering current coordinates of longitude and latitude. It also had a unique direct lift control (DLC) system, which allowed for smooth approaches when landing, without having to use significant pitch changes while on the approach path. DLC helps maintain the aircraft on the glideslope during final approach by automatically deploying spoiler panels on the wings.

Approach and departure corridors lie over largely rural and industrial areas, although the instrument approach path (from the south) passes near the New South Wales suburb of Jerrabomberra, the city of Queanbeyan, and the Royal Australian Navy base, HMAS Harman, which has some barracks and housing. Proposals have been made to the NSW Planning Minister by various developers to approve housing estates that are under the southern flight paths in New South Wales. Canberra International Airport Pty Ltd has been vigorous in advertising its opposition to these plans on the basis of a general increase in noise levels over a wide corridor which is currently free of aircraft noise,This is referred to as "Noise Sharing". See and Noise Sharing, Canberra International Airport Pty Ltd for an explanation of their rationale.

Aircraft can land in fog at airports equipped with radar-assisted ground-controlled approach systems in which the plane's position is observed on radar screens by operators who thereby give radio landing instructions to the pilot, maintaining the aircraft on a defined approach path to the runway. Military fighter aircraft are usually fitted with air-to-air targeting radars, to detect and target enemy aircraft. In addition, larger specialized military aircraft carry powerful airborne radars to observe air traffic over a wide region and direct fighter aircraft towards targets. Marine radars are used to measure the bearing and distance of ships to prevent collision with other ships, to navigate, and to fix their position at sea when within range of shore or other fixed references such as islands, buoys, and lightships.

A Flourishing Yin: Gender in China's Medical History, 960-1665. pp. 283 Pregnant female bodies were not fully adaptive with a general medical approach. Path to Occupation Females who wanted to be a midwife could only learn the skill from experts because there was no literature about midwifery.Furth, Charlotte. “Ming Women as Healing Experts”. A Flourishing Yin: Gender in China's Medical History, 960-1665. pp. 278 However, to serve in the Forbidden City as a midwife was much more challenging. Applicants must apply through the Lodge of Ritual and Ceremony (“Lodge”) (Li-I fang), which was also called the Bureau of Nursing Children (Nai-tzu fu).Cass, Victoria B. “Female Healers in the Ming and the Lodge of Ritual and Ceremony.” Journal of the American Oriental Society, vol. 106, no. 1, 1986, pp. 236.

Two more aircraft landed before Flight 66. According to the conversation recorded by the cockpit voice recorder, the captain of Flight 66 was aware of reports of severe wind shear on the final approach path (which he confirmed by radio to the final-vector controller), but decided to continue nonetheless. The NTSB published its final report on March 12, 1976, determining the following probable cause of the accident: > The National Transportation Safety Board determines that the probable cause > of this accident was the aircraft's encounter with adverse winds associated > with a very strong thunderstorm located astride the ILS localizer course, > which resulted in high descent rate into the non-frangible approach light > towers. The flight crew's delayed recognition and correction of the high > descent rate were probably associated with their reliance upon visual cues > rather than on flight instrument reference.

On many days, clouds shroud the monastery and give an eerie feeling of remoteness. Pine forest in the area Near the beginning of the trail is a water-powered prayer wheel, set in motion by a flowing stream. The water that is touched by the wheel is said to become blessed and carries its purifying power into all life forms in the oceans and lakes that it feeds into. On the approach path to the monastery, there is a Lakhang (village level monastery) and a temple of Urgyan Tsemo ("U-rgyan rTse-mo") which, like the main monastery, is located on a rocky plateau with a precipitous projection of several hundred feet over the valley. From this location, the monastery’s buildings are on the opposite ravine, which is known by the name “Copper- Colored Mountain Paradise of Padmasambhava”.

The Secretariat of Communications and Transportation (SCT) investigated the accident and determined the pilot did not follow the proper landing approach path. The official report states in part that "the pilot flew over the VOR of Monterrey (VHF Omnidirectional Range or Omnidirectional Radiofaro VHF) without reporting to the land station to then turn to the right and then another to the left in continuous descent keeping course of 260º until crashing with the Cerro de los Tres Picos when it was still turning smoothly to the left and bearing a 232º course." The investigating board was unable to determine the reason for such a deviation, since the last few minutes of the recording were absent from the cockpit voice recorder. It was also not possible to determine which radio beacon the fight had been receiving, as the airport radio beacon at that moment stopped working due to loss of electrical power.

The accident was investigated by the Dirección General de Aviación Civil (DGAC) of Ecuador. The investigation spanned 622 days following the incident and the final report was released on May 14, 2010. The findings of the report were as follows (translated from Spanish): "The Accident Investigation Board judges that the probable cause of this accident was non- observance by the flight crew of the technical procedures, configuration, speed and bank angle of the aircraft required to complete the initial turn of Instrument Approach Procedure Number 4 published in the Ecuador Aeronautical Information Publication (AIP) for Latacunga airport, a failure that placed the aircraft outside of the protected area (published pattern), bringing it into high elevation mountainous terrain." The report also listed the crew's ignorance of the area surrounding the approach path and lack of airline documentation and procedures governing the conduct of flights to non-scheduled and special airports.

After World War II, the U.S. Navy and United Airlines worked together on various methods at the U.S. Navy's Landing Aids Experimental Station located at the Arcata–Eureka Airport, California air base, to allow aircraft to land safely at night and under zero visibility weather, whether it was rain or heavy fog. The predecessor of today's modern ALS while crude had the basics — a 3,500 foot visual approach of 38 towers, with 17 on each side, and atop each 75 foot high tower a 5000 watt natural gas light. After the U.S. Navy's development of the lighted towers it was not long before the natural gas lights were soon replaced by more efficient and brighter strobe lights, then called Strobeacon lights. The first large commercial airport to have installed a strobe light ALS visual approach path was New York City's John F. Kennedy International Airport.

Formerly a country estate with a burn running through it,Eastfield House, Old Country Houses of the Old Glasgow Gentry (1878) Eastfield was developed with housing between the 1930s and 1960s. A mix of council-rented and private homes, the wider area is also home to two large modern secondary schools (Stonelaw High, built 1998, and Trinity High, built 1970, rebuilt 2009 - for which the northern approach path off Cambuslang Road was the old driveway to the Eastfield mansion) and the associated sports facilities of the latter, including a grid of 5-a-side football fields and a modern swimming pool / leisure centre open to the public as South Lanarkshire Lifestyle Eastfield. Adjacent to Stonelaw High is Calderwood Primary School which local children attend, although geographically it is outwith the territory of Eastfield. In the late 19th and early 20th century a small mining community was present in the area, with cottages along Cambuslang Road along with Eastfield Public School.

Promotional model of the HS.141 in British European Airways livery A conventional take-off and landing flight profile was shown to cover a "noise footprint" of 20 square miles (50 km2) in line with an airport's runway when using a limit of 90 decibels, by using an approach path of six degrees (double the normal angle) and a climb out path of 15 degrees the footprint could be reduced to 3 square miles (8 km2). This form of STOL operation was expected to be in place at British city airports by the late 1970s. To reduce the noise footprint further to a circle with a diameter of just 3,000 ft VTOL operations were expected to commence in the early 1980s. The suggested minimum noise take-off technique for the HS.141 was to use full power from the lift engines in a vertical climb to 250 ft (76 m) then reducing power to 83% to continue this climb to 1,000 ft (300 m).

The study showed that the early morning dispersals of swallows generally happen before any scheduled arrivals or departures (earlier than 06:00), and the late afternoon swarms take place below the airport approach path, with only 5% of the birds protruding up into the path for a very short time (around 10 minutes). It was also noted that larger bird species, flying at higher altitudes, would pose more of a risk to aircraft than the swallows, such species already being a risk at Durban International Airport. The study concluded that it would definitely be possible for the airport and swallows to co-exist. Proposed risk mitigation measures included curtailing flight movements during the afternoon swarm, setting the glide slope approach to Runway 06 to 3.2 or 3.5 degrees rather than the standard 3 degrees (to stay above the birds), and the installation of a radar system that would monitor bird movements and be integrated into the operational plan of the airport.

The glideslope and localizer radio beams of an ILS guide an aircraft down its final approach path The final approach point on an instrument approach with vertical guidance is glide slope or glide path intercept at the lowest published altitude (ICAO definition). In the US, it is called the final approach fix (FAF) and marked on a NACO IAP by a lightning bolt symbol and on a Jeppesen terminal chart by the end of the glide slope path symbol. It is the point in space where the final approach segment begins on the instrument approach; the final approach point on a non-precision approach is marked by a maltese cross symbol. In the US, where the approach navigation aid is on the field and there is no symbol depicted, the final approach point is "where the aircraft is established inbound on the final approach course from the procedure turn and where the final approach descent may be commenced".

The other VOR approach, called "VOR 1", was the only one legally available to the flight, and would have required descending while approaching the airport from the south during the final approach segment, followed by a "circle to land" maneuver, landing to the south on runway 19. Despite this, possibly due to their concerns with passenger comfort (the VOR 1 approach would have required performing the "circle to land" maneuver at a relatively low altitude over the airport to land on runway 19), or possibly by simply being late to set up for the recommended VOR 1 approach (the flight time was only about 8 minutes from takeoff at Albany to the Glens Falls area, with a significant tailwind component of approximately 50 knots), the crew did not execute the VOR 1 approach. Instead, the crew appeared to select an improvised and unauthorized modified version of the VOR/DME 19 approach, which included flying outbound followed by a course reversal at about north of the airport, over Lake George. As the crew performed what appeared to be an unpublished and unauthorized procedure turn for course reversal on the VOR/DME 19 approach path, they descended prematurely and hit the side of a mountain.