Two Airlink Embraer 190s perform dangerously low flyover at Cape Town’s DHL Stadium

Question to anyone: If they establish a stable approach some distance away from their target and maintain that altitude until they reach their target before pulling up, would it still be considered dangerous?
 
ForceFate said:
Question to anyone: If they establish a stable approach some distance away from their target and maintain that altitude until they reach their target before pulling up, would it still be considered dangerous?
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I still think its too dangerous and if you watch the video I uploaded so do those pilots think its too dangerous.
They said it shouldn't be allowed
 
Gordon_R said:
Official statements don't count for much when the keyboard warriors are active on the forum! The data from FlightRadar24 are a lot more convincing than those from the company (or the SACAA). ADSB data has been used to determine the cause of incidents, with remarkable accuracy, even in the absence of any other information.
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So is there a breach?
 
NeonNinja said:
So is there a breach?
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ADSB data is publicly available, and not a breach. All commercial aircraft are fitted with ADSB transmitters, and it is mandatory for flight in controlled airspace. ADSB receivers are situated at all major airports, as well as a voluntary network in many areas. It is used by FlightRadar24 and other sites to track the movement of aircraft worldwide. It's original function was for ATC, and collision avoidance, but it has become ubiquitous.

The data for ADSB are very simple, and identical copies of that stored in the flight data recorder, but just enough to determine key parameters: Location (GPS), speed (instruments), and altitude (barometer). Interpolating between data points gives direction, turn radius, climb rate, etc. N.B. There are no audio recordings, or other critical investigation parameters.

Google:
How ADS-B Aids Investigations
Flight Path Reconstruction: Investigators use ADS-B receiver data (from networks like FlightAware or air traffic control) to map the exact trajectory, turn rates, and descent profiles leading up to an accident.
Identifying Gaps and Glitches: Missing data points can reveal loss of signal due to terrain masking, low altitude, or structural blocking, while corrupt or jumping altitude data can highlight static port blockages or encoder failures.
Collision Avoidance Analysis: Safety boards like the NTSB use ADS-B In and Out data simulations to determine if cockpit traffic alerts could have given flight crews crucial warning time to prevent mid-air collisions.

Limitations in Crash Analysis
Coverage Gaps: Mountainous terrain or distance from ground receivers can create blind spots where critical seconds of flight data go unrecorded.
Not a Substitute for Radar: ADS-B relies on GPS and aircraft transmitters; if power fails or signals are jammed or interfered with, analysts must rely on reverse dead reckoning or primary radar.
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7A0BFB52-0559-4474-8922-60604F771BDA.jpeg
Gordon_R said:
ADSB data is publicly available, and not a breach. All commercial aircraft are fitted with ADSB transmitters, and it is mandatory for flight in controlled airspace. ADSB receivers are situated at all major airports, as well as a voluntary network in many areas. It is used by FlightRadar24 and other sites to track the movement of aircraft worldwide. It's original function was for ATC, and collision avoidance, but it has become ubiquitous.

The data for ADSB are very simple, and identical copies of that stored in the flight data recorder, but just enough to determine key parameters: Location (GPS), speed (instruments), and altitude (barometer). Interpolating between data points gives direction, turn radius, climb rate, etc.

Google:
Click to expand...
 
purple face said:
I think this has to have been a mistake and everywhere I look people are talking about it

If it was planned to fly that low and something went wrong who would be blamed? It's stupid and what if there was gale force winds at the time?
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If there was gale force winds I reckon they go higher or abort complately
 
AfricanTech said:
If there was gale force winds I reckon they go higher or abort complately
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The weather late on Saturday was almost perfect for a flyover. In between a cold-front that passed over around midday, and before the South Easter started blowing on Sunday morning. Any kind of winds (not even gale force) affect safety margins, and they would have checked very carefully before proceeding. Forecast data from CT airport, as well as flying around Robben Island would have helped confirm actual conditions.

I don't have exact conditions, but this chart shows the gap between the cold-front passing along the southern Cape, and the onset of South Easterly winds along the Atlantic West coast:
925mb_wind_042[20260829_1800].gif
 
ForceFate said:
Question to anyone: If they establish a stable approach some distance away from their target and maintain that altitude until they reach their target before pulling up, would it still be considered dangerous?
Click to expand...
I spoke to a friend of mine who is on an aviation group, apparently the angle of approach was textbook, oriented up so if there was any issue they could go full power and gain height, that was the verdict of someone who used to he high up in SAA.
 
Just for the discussion on these two low passes, they will probably discuss this one as well next week.


 
ForceFate said:
Question to anyone: If they establish a stable approach some distance away from their target and maintain that altitude until they reach their target before pulling up, would it still be considered dangerous?
Click to expand...

This cartoon caption answers your question a lot better than a lengthy explanation:
Jenny38057-poster.jpg
 
Mirai said:
Except the people living underneath were the ones taking the risk and nobody asked them.

Dude, if you want to kill yourself, as long as it's only yourself, you're welcome to do anything as reckless as as you want, I won't stop you.
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Did any actual person in the stadium complain?

Sit down Karen. Nobody asked you if you were scared when you didn't even watch the game
 
Cray said:
I spoke to a friend of mine who is on an aviation group, apparently the angle of approach was textbook, oriented up so if there was any issue they could go full power and gain height, that was the verdict of someone who used to he high up in SAA.
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Thank you. It looked that way from one of the videos I watched, though I feel the one closest to the roof might have left things to the very last second. I'm not an aviation expert in any way imaginable so I'll leave the technical discussions to the people in the field. Spectacular display btw. I wish I was there to witness it in person.
 
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