An Air Carrier crew descending on the ABQ MEIRA 2 Arrival for Runway 26 described the difficulty they had judging terrain clearance and determining a safe track to the runway during a night VMC visual approach.
Synopsis
An Air Carrier crew descending on the ABQ MEIRA 2 Arrival for Runway 26 described the difficulty they had judging terrain clearance and determining a safe track to the runway during a night VMC visual approach.
Narrative
On approach to ABQ Runway 26; we had the runway about 20 miles out visually at approximately 12;000 feet. We were cleared the visual approach. During the brief; we had discussed the high terrain east of the airport; most of which was in the northeast corridor. I asked the First Officer to set 6;800 feet and give me direct to the centerline. As I started to descend though; I started to lose sight of the runway and asked the First Officer to request the Minimum Vectoring Altitude from approach and started climbing. There were NO GPWS warnings; but losing sight of the runway was very uncomfortable. Approach came back with a Minimum Safe Altitude of 10;000 feet. We requested vectors for assistance in getting down. Approach clearance was canceled and we were vectored south of the airport at 9;200 feet. Once the Controller pointed us back to the airport; we were perpendicular with the runway and once again cleared the visual. We told the Controller we were going to make a turn slightly toward the east as we were still very high and needed to get down. The Controller instructed us to keep it tight due to the terrain. Visual cues were marginal at night and because we were aware of the terrain to the east; I elected to not go all the way out to the centerline; but instead to overshoot final and come back and intercept final. The Controller was instructed of our intentions. When configuring; I asked for flaps 2 at approximately 190 knots. The First Officer accidentally went to flaps 3 and immediately put the handle back to 2. The flaps did not have time to have tracked past 2; but we got a momentary overspeed indication due to the handle going to the 3 position. Maintenance was notified later and the situation explained. During the approach; the ground speed minimum appeared high and was between 150-155 and was probably due to a 30 knot wind at 1;500 AGL. However; the winds on the ground were 230/10 and VLS was 127. I elected to split the difference and instructed the First Officer to set 140 knots manually and flew that speed (Runway 26 is over 13;000 feet long). Landing was on speed and uneventful. Strong winds from the west; a lack of visual cues at night; the high terrain to the east; and the absence of a published approach to Runway 26 (in addition to the long duty day) made this approach very challenging. In the future; I will not accept a visual approach until past the ridge line east of the airport.
Second reporter narrative
We were flying to ABQ and were late due to a mechanical. We were flying the MEIRA 2 arrival from over ACH. The Captain briefed a straight-in approach to Runway 26. Runway 21 was available and I suggested that runway. However; the Captain elected to attempt the night visual straight-in to Runway 26 from the east and that was the approach attempted. That was also the approach that ABQ Center or Approach (unsure which); cleared us to fly before we requested it. I was monitoring the EGPWS continuously throughout the event. Below 10;000 feet the Captain lost sight of the runway. He requested I ask ATC what the Minimum Vectoring Altitude was. ATC told us and then offered vectors to get us down; so we could land on Runway 26. We were vectored to the south. When we were vectored back to the north the vectors were placing us kind of tight for the turn to final so we notified Tower we were going to fly a little bit towards the east to get down and better set up for the turn. Tower reminded us of the terrain. During the maneuver to final we got the 'Speed; Speed' warning as the Captain neglected to retract the speed brakes after use. Also; during the descent when the Captain asked for flaps 2 I missed the flaps 2 detent and momentarily hit the flap 3 detent. (Maintenance was notified after block-in). We overshot final slightly and notified Tower. The Captain couldn't understand why his power setting had him below Managed Speed. I reminded him of the 30 knot headwind at which time he asked me for a selected speed. Touchdown and taxi-in were uneventful. The Captain and I debriefed the approach. I have never attempted an approach to ABQ Runway 26 at night from the east. I realize there is a note on the ABQ airport page about night approaches to 26; but I think it needs to be 'beefed up.' It should say 'Night straight-in approaches to Runway 26 are prohibited. If approaching ABQ from the east (MIERA 2) request vectors for the descent to Runway 26. Consider requesting vectors to Runway 21 if available.'
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.