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was violated…. The consensus of the debrief was that we
should have gone around, but no one called for it. Instead,
there was a focus on, “We can make this approach work.”
Additionally, there was a desire to accommodate the
Controllers who were very busy….
The Capture
Without anticipating adjustments required for adverse
conditions, a flight crew has little chance of establishing a
stabilized approach. This CL-65 crew wisely departed the
scene when the alarm went off and managed a more
successful glideslope capture the second time around.
■ ATC gave us the clearance, “Fly heading 120 degrees;
maintain 2500 feet until established; 170 knots until 4
DME; cleared for the ILS 10 approach.” At 2500 feet,
winds were SSE at 60 knots. Due to the shallow vector
intercept and the winds aloft at the time, we did not
capture the localizer (LOC) course until inside INTXN.
The glideslope was 1/2 scale below (we were still at 2500
feet). 1500 feet was selected on the altitude select, and a
descent of 1000 fpm down was selected…. Within a few
seconds, the autopilot pitched the aircraft down (over 12
degrees) to capture the glideslope. We received a “sink rate”
Ground Proximity Warning System (GPWS) message. I
disconnected the autopilot to arrest the descent rate. At
this point, we were off glideslope and straying off the LOC.
I executed a missed approach at 800 feet…. We were
vectored back around for another approach. Contributing
factors: 1) poor awareness of winds aloft by us and the
controller giving the vectors, 2) reluctance on our part to
perform a missed approach immediately and not try to
salvage the botched approach….
ERJ135 weight and balance incident
Unlit taxiway at a major Western airport
B737-800 loss of F/O flight instruments
MD88 abnormal elevator control reponse
Questionable baggage weight computation
ASRS Recently Issued Alerts On… A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
March 2003 Report Intake
Air Carrier / Air Taxi Pilots 1945
General Aviation Pilots 765
Controllers 51
Cabin/Mechanics/Military/Other 128
TOTAL 2889
The Lockup
A good approach usually leads to a good landing. The
student pilot who submitted this report learned that the
opposite is also true.
■ During my final landing to pick up [my instructor], I
cut the base leg short and did not get lined up with the
runway until just over the threshold. I had too much speed
and the aircraft bounced. When I touched down again,
there was not much runway left. I locked up the brakes
and skidded off the end into some sand. All systems were
shut down and the fuel shut off. I departed the aircraft
shaken but uninjured.
From the instructor’s report:
The student is being retrained on the importance of a
proper approach, proper airspeed control, bounced
landings, braking technique, and go-arounds.
The Escape
This MD80 crew started out with a good approach but had
to change their plans when they got hit with a low blow.
■ We were cleared for a visual approach to Runway 24R.
The First Officer was flying. ATC cleared a B747 to land
on Runway 24L and issued a caution about wake
turbulence. The First Officer was aware of the wake
turbulence, flew slightly high to stay above it, and slowed
the aircraft to gain added distance. Everything was great
until 100 feet AGL where we encountered very rapid rolls
to the right then abruptly left. We initiated a go around to
escape the wake turbulence and used maximum power
doing so. We both have a great awareness of the
consequences of this unseen hazard. We did all we could to
avoid it. The prevailing wind must have blown the B747
wake directly onto our landing runway….
From The Maintenance Desk
ASRS receives a number of reports related to
aircraft that are damaged during ground
maintenance procedures. Many of these incidents
involve a failure to activate or deactivate systems in
accordance with the sequence prescribed in the
appropriate maintenance manual. The maintenance
technician who submitted this report did what he
was told to do, but someone should have checked
that all related systems were set up in accordance
the maintenance manual.
■ We were getting ready to push the aircraft out for
an engine idle check. I was told to close the circuit
breakers in the Electrical and Electronics (E&E) Bay.
　
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