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Kelowna Airport, at an altitude of approximately 2600 feet asl, the captain turned toward
Runway 23 at the Vernon Airport. Flap 3 was selected and the rate of descent increased from
approximately 800 feet per minute (fpm) to approximately 1800 fpm. After 40 seconds, when
ACA 183 was 1.3 nautical miles from the Vernon Airport, the first officer, aware of the distance to
Kelowna Airport, suggested they perform a go-around, which was then carried out by the
captain. The go-around was initiated from an altitude of approximately 2000 feet asl, 730 feet agl.
At all times during the approach, the aircraft’s navigation system was set up to provide bearing
and distance information from the Kelowna Airport, but neither pilot actively or effectively
monitored the aircraft flight path and altitude in relation to the distance from the planned
landing runway.
Once the Vancouver ACC controller cleared the aircraft for a visual approach, the captain
focussed his attention outside the aircraft and conducted navigation by visual reference to the
ground. He did not reference the information available from his cockpit displays on the distance
to the Kelowna Airport and did not compare the aircraft headings with the intended runway
heading.
Both the Vancouver ACC controller and the Kelowna tower controller believed the crew could
see the Kelowna Airport, and both observed on radar the aircraft descend to a low altitude in the
vicinity of Vernon. When ACA183 was at 3000 feet asl and descending, the Kelowna tower
controller queried the ACA183 crew about its altitude. The aircraft continued to descend.
The Vernon Airport is an uncontrolled aerodrome with a designated ATF for use within a fivenautical-
mile radius and up to 4100 feet asl. Aircraft entering this area are expected to broadcast
their intentions on 122.8 MHz, the local unicom frequency, to ensure that all aircraft operating at
the airport are aware of each other. ACA183 made no such broadcast.
After landing at Kelowna, the captain contacted an Air Canada supervisory pilot by telephone
and recounted the incident. The captain indicated that, while the aircraft had descended to a
lower altitude than usual, it had not reached a significantly low altitude. The cockpit voice
recorder (CVR) data was not secured at that time. The CVR operates on a continuous 30-minute
loop and when ACA183 continued on its scheduled flights to Victoria and Vancouver, the
pertinent section of the CVR tape was overwritten.
The flight data recorder (FDR) was removed from the aircraft and its information was recovered
for analysis by the TSB Engineering Branch.
The captain had been employed by Air Canada for seven years. He held a valid Canadian airline
transport pilot licence (ATPL) endorsed for the Airbus A319/320/321 and a group 1 instrument
rating. He had accumulated 10 500 hours of total flying time, including 3520 hours on the Airbus
- 4 -
A319/320/321 and 1351 hours as captain. He held a Kelowna aerodrome qualification, an Air
Canada authorization to operate into Kelowna Airport, and had flown into and out of Kelowna
the previous week.
The first officer had been employed by Air Canada for three years. He held a valid Canadian
ATPL endorsed for the Airbus A319/320/321 and a group 1 instrument rating. He had
accumulated 5890 hours of total flying time, including 658 hours as first officer on the Airbus
A319/320/321. The first officer had not previously operated into Kelowna Airport.
At the time of the incident, the following information from the Kelowna automatic terminal
information service was in effect:
Kelowna Airport information Golf – Weather at 1800 Zulu, wind 190 at 7;
visibility 15; few clouds at 6000, few clouds at 25 000; temperature 20; dew
point -0; altimeter 30.02; IFR approach visual, active Runway 15. NOTAM:
All instrument procedures Runway 15 not authorized. IFR departures
Runway 15 not authorized due [to] forest fire. Forest fire area from Kelowna
Airport to 4 miles southwest and from Kelowna Airport 19 miles south at
8000 msl and below; all aircraft remain clear. Prior permission required.
Request permission from Kelowna tower on frequency 119.6. Inform ATC
that you have information Golf.
Kelowna tower personnel reported that, while the visibility to the south of the airport was
somewhat restricted due to smoke from forest fires, the visibility in the north quadrant was
unlimited.
Analysis
The captain made the decision to conduct a visual approach to the Kelowna Airport, because he
was familiar with the Kelowna area and could see the area where he knew the Kelowna Airport
was located. Although the crew members could not yet see the Kelowna Airport, the weather
was good and they could see the ground, so a visual approach should have presented no
　
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