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tower. ACA183 continued inbound to Kelowna on a track that passed over the town of Vernon.
The crew configured the aircraft for landing, with the landing gear down and flaps at position 2.
When the captain saw the Vernon airport Runway 23, he turned to a heading of 242° Magnetic,
selected the flaps at position 3, and commenced a visual approach to Runway 23 at the Vernon
Airport. After 40 seconds, when the aircraft was approximately 1.3 nautical miles from the
threshold and 730 feet above ground level (agl), the crew executed a go-around. Shortly after the
go-around was initiated, ACA183 received a TCAS (traffic alert and collision avoidance system)
traffic advisory generated by a Cessna 152 aircraft in the Vernon circuit. ACA183 levelled off at
6000 feet above sea level (asl), and the Kelowna tower controller then issued directions to the
Kelowna Airport. The crew subsequently carried out a visual approach to Runway 15 at
Kelowna and landed without further incident.
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1 Flight information was derived from the flight data recorder.
Other Factual Information
Knowledge of a serious forest fire south of the Kelowna Airport prompted Air Canada Flight
Dispatch, at the request of the crew, to make three telephone calls to Kelowna tower – two
before ACA183 departed from Toronto, and one while ACA183 was en route – enquiring if the
airport was open. At no time did the dispatcher(s) ask about the availability of instrument
approaches, nor did Kelowna tower personnel volunteer any additional information. Air
Canada Flight Dispatch was not aware of the reason the instrument landing system/distance
measuring equipment (ILS/DME) 1 approach was not authorized, nor was it aware of the
possibility that the NDB B approach might be cancelled for the same reason.
When the Vancouver ACC controller advised the crew that no instrument approach was
available, he gave no reason, and the crew did not ask for a reason. The controller did not
comment on the serviceability of the approach navaids. There are two instrument approaches at
Kelowna, namely the NDB B and the ILS/DME 1, both for Runway 15. Instrument approaches
were not authorized, because, in each case, the associated missed approach procedure infringed
on the designated, fire-suppression zone, the boundary of which was located just to the south of
the airport. The approach navaids were fully serviceable.
ACA183 commenced descent from flight level (FL) 350 on a northwesterly heading when it was
57.4 nautical miles from the Kelowna Airport1 on airway J569, which runs northwest to Enderby
VOR then southwest to Kelowna. During the descent out of FL200, the crew was asked to
expedite through 13 000 feet asl. On three occasions during the descent, the crew advised the
Vancouver ACC controller that they had the field in sight. On 15 September 2003, a Transport
Canada King Air aircraft, with Transportation Safety Board investigators on board, followed the
flight path and profile flown by ACA183 into Kelowna. It was determined that at no point on
that profile was it possible to see the Kelowna Airport. During the go-around from Vernon
Airport, when the King Air aircraft was over Lake Okanagan at 6000 feet asl, the Kelowna
Airport became visible.
The Air Canada Route Manual contains a visual transition procedure for Kelowna Runway 33 but
not for Runway 15, the active runway at the time of the incident. The crew improvised a visual
approach using the engine-out procedure chart for Runway 33. The Air Canada Route Manual
does not depict the Vernon Airport and its aerodrome traffic frequency (ATF) on any Kelowna
chart.
Air Canada has a visual approach policy in its Flight Operations Manual that gives general
guidelines for the conduct of visual approaches. It also has aircraft-specific visual approach
procedures in the Aircraft Operating Manual for each aircraft type as Standard Operating Procedures
(SOP). For the A319/A320/A321 aircraft, the SOPs state that visual approaches are planned to be
referenced on a nominal 3° glide slope, but there is no guidance as to how that slope is to be
achieved.
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At 42.7 nautical miles from the Kelowna Airport, ACA183 was in a descent through
12 000 feet asl, and the crew had commenced a turn to track toward the LW (Kelowna) NDB. At
22.3 nautical miles from the Kelowna Airport, at an altitude of 4000 feet asl, the crew selected
Flap 1, followed quickly by Flap 2, landing gear down, and the speed brakes selected in. During
descent, the first officer was distracted from approach-monitoring duties while trying to talk to
company personnel in Kelowna regarding a gate assignment. At 18.6 nautical miles from the
　
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