Data from ARSA Database

February 7, 2008 12:52:34 PM PST
Reports from the Aviation Safety Reporting System ACN: 759150 (1 of 10)

Time / Day

Local Time Of Day : 0601 To 1200


Date : 200710

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.MSL.Single Value : 1900

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.TRACON : RDU.TRACON
Operator.Common Carrier : Air Carrier
Make Model Name : B737-300
Operating Under FAR Part : Part 121
Flight Phase.Climbout : Initial
Flight Plan : IFR

Person : 1

Affiliation.Company : Air Carrier
Function.Flight Crew : Captain
Function.Oversight : PIC
Qualification.Pilot : ATP
Experience.Flight Time.Last 90 Days : 200
Experience.Flight Time.Total : 14000
Experience.Flight Time.Type : 10000
ASRS Report : 759150

Person : 2

Affiliation.Government : FAA
Function.Controller : Departure

Events

Anomaly.Other Spatial Deviation


Anomaly.Non Adherence : Clearance
Independent Detector.Other.ControllerA
Resolutory Action.None Taken : Detected After The Fact
Consequence.FAA : Reviewed Incident With Flight Crew

Assessments

Problem Areas : Flight Crew Human Performance


Problem Areas : Chart Or Publication
Primary Problem : Flight Crew Human Performance

Narrative

ACR FLT RDU-PHL. PDC CLRNC WAS CHANGED WITH CALL TO GND CTL FOR PUSH CLRNC. RDU7.RDU STILL APPLIED, BUT FIRST FIX WAS CHANGED TO TYI, ALONG WITH REST OF RTE TO PHL. RDU7.RDU OFF OF RWY 23L SAYS 'CLB HDG 232 DEGS TO 1900 FT.' WE INTREPID THAT TO MEAN NO TURNS BELOW 1900 FT MSL. WHEN TWR CLRED US FOR TKOF HE ISSUED A 210 DEG HDG. WE WAITED UNTIL 1900 FT MSL TO TURN. HE WANTED US TO TURN BEFORE THEN. WE WERE LATE CONTACTING DEP BECAUSE THE FREQ WAS CHANGED WITH THE NEW ROUTING. DEP ASKED IF WE HAD WAIT UNTIL 1900 FT TO TURN. WHEN WE ANSWERED YES, HE GAVE US A PHONE NUMBER TO CALL. IN PHL, I CALLED THE SUPVR, WHO EXPLAINED THAT HE WAS NOT SATISFIED WITH HOW THE SID WAS WORDED, AND THAT ABOUT 90% OF THE ACR'S WAIT UNTIL 1900 FT TO TURN. HE SAID IN IMC CONDITIONS IT COULD CREATE SEPARATION PROBS WITH DEPS OFF THE PARALLEL RWY 23R. MY RECOMMENDATION, UNTIL THE WORDING OF THE SID IS CHANGED, IS FOR THE TWR CTLR TO ISSUE CLRNCS WITH 2 SEPARATE XMISSIONS. FIRST, 'RWY 23L, CLRED FOR TKOF.' THEN, AT 400-500 AFE, 'TURN L HDG 210, CONTACT DEP.

Synopsis

B737 CAPTAIN FLY'S 232 DEGREES TO 1900 FEET BEFORE TURNING TO HEADING ASSIGNED BY TOWER ON RDU7 SID.

ACN: 758917 (2 of 10)

Time / Day

Local Time Of Day : 0601 To 1200


Date : 200710

Place

Locale Reference.Airport : RDU.Airport
State Reference : NC
Altitude.MSL.Single Value : 1900

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.TRACON : RDU.TRACON
Controlling Facilities.Tower : RDU.Tower
Operator.Common Carrier : Air Carrier
Make Model Name : Commercial Fixed Wing
Operating Under FAR Part : Part 121
Navigation In Use.Other : FMS or FMC
Flight Phase.Climbout : Initial
Route In Use.Departure : On Vectors
Route In Use.Departure.SID : RDU7
Flight Plan : IFR

Person : 1

Affiliation.Company : Air Carrier
Function.Flight Crew : Captain
Function.Oversight : PIC
Experience.Flight Time.Last 90 Days : 250
Experience.Flight Time.Total : 21600
Experience.Flight Time.Type : 7400
ASRS Report : 758917

Person : 2

Affiliation.Government : FAA


Function.Controller : Departure

Events

Anomaly.Other Spatial Deviation
Anomaly.Non Adherence : Clearance
Independent Detector.Other.ControllerA
Resolutory Action.None Taken : Anomaly Accepted
Consequence.FAA : Reviewed Incident With Flight Crew

Assessments

Problem Areas : Flight Crew Human Performance
Primary Problem : Flight Crew Human Performance

Narrative

FILED FLT PLAN: RDU TYI J79 DRW 3 BOS. CLRED FLT PLAN: RDU7 RDU AF EXCEPT INNDY INNDY 2 BOS. CLRED TO TAXI TO RWY 23L FOR RWY 23L DEP. RALEIGH 7 DEP FROM RWY 23L CALLS FOR 232 DEG HDG 1900 OR AS ASSIGNED FOR VECTORS TO JOIN FILED RTE. COMMERCIAL CHART UNDER OBSTACLE DP FOR RWY 23 SAYS: CLB HDG 232 TO 1900 BEFORE TURNING L WHICH IS EXACTLY WHAT WE DID. TWR ASSIGNED US A 210 DEG HDG JUST PRIOR TO DEPARTING. SO PER THE SID AND OBSTACLE DP I CLBED ON 232 DEG HDG TO 1900 BEFORE TURNING TO 210 DEG HDG. ON CHKING IN WITH THE DEP CTLR HE ASKED IF WE WAITED UNTIL 1900 TO MAKE OUR TURN AND WE RESPONDED AFFIRMATIVELY. HE SEEMED EXASPERATED BY THIS AND TRIED TO EXPLAIN WHY WE SHOULD TURN IMMEDIATELY AFTER TKOF FOR SEPARATION PURPOSES. HE WENT ON TO SAY EVERYBODY WAS DOING THE SAME THING. WE EXPLAINED THAT THAT IS WHAT THE PROC AND COMMERCIAL CHART CALLS FOR. HE WAS ADAMANT THAT SINCE WE WERE IN A RADAR ENVIRONMENT THAT WE SHOULD TURN IMMEDIATELY. HE GAVE US PHONE NUMBER AND SAID TO CALL AND THEY WOULD EXPLAIN WHY WE SHOULD TURN IMMEDIATELY. I MADE THE CALL ON ARR IN BOS AFTER HAVING CONFERRED WITH PROGRAM MGR. I FEEL LIKE OUR PROC WAS FLOWN CORRECTLY BUT THOUGHT I'D TRY TO SEE IF WE WERE MISSING SOMETHING. HE AGREED AND THOUGHT WE WERE CORRECT. WHEN I MADE THE CALL HE WAS ADAMANT THAT SINCE WE WERE IN A RADAR ENVIRONMENT WE SHOULD MAKE THE TURN TO 210 DEGS IMMEDIATELY AFTER TKOF TO ENSURE SEPARATION IN IMC CONDITIONS. I REREAD OUR CHART LEGENDS AND INTRODUCTION PAGE. I CAN FIND NO REF TO OBSTACLE DP REQUIREMENTS BEING SUPERSEDED WHILE IN A RADAR ENVIRONMENT. EVEN OUR FMS DEPICTS THE 1900 BEFORE TURNING. HE SAID IT WAS POOR WORDING ON THE SID AND IT HAPPENS ALL THE TIME SO THEY ALWAYS ASK THE CREWS TO CALL SO THEY CAN GET THE WORD OUT. SEEMS TO ME THEY WOULD ONLY TOUCH A VERY FEW CREWS VIA THIS METHOD IF IN FACT THEY ARE CORRECT, BUT IF IT'S HAPPENING A LOT THEN THERE MUST BE SOMETHING THAT MAKES A FLT CREW BELIEVE THEY SHOULD CLB TO 1900 BEFORE TURNING. I HAVE FLOWN THIS PROC MANY TIMES OVER THE YRS AND HAVE NEVER HAD A PROB.

Synopsis

ACR CAPTAIN FLIES 232 DEGREES TO 1900 FEET BEFORE TURNING TO HEADING ASSIGNED BY TOWER ON RDU7 SID.

ACN: 751955 (3 of 10)

Time / Day

Date : 200708


Local Time Of Day : 1201 To 1800
Day : Thu

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.Tower : RDU.Tower


Operator.Common Carrier : Air Carrier
Make Model Name : B737-700
Operating Under FAR Part : Part 121
Flight Phase.Landing : Go Around
Flight Plan : IFR

Person : 1

Affiliation.Company : Air Carrier


Function.Flight Crew : Captain
Function.Observation : Company Check Pilot
Function.Oversight : PIC
Experience.Flight Time.Last 90 Days : 126
Experience.Flight Time.Type : 8000
ASRS Report : 751955

Person : 2

Affiliation.Company : Air Carrier
Function.Flight Crew : First Officer

Events

Anomaly.Other Anomaly : Unstabilized Approach


Anomaly.Non Adherence : Company Policies
Independent Detector.Other.Flight CrewA
Resolutory Action.Flight Crew : Regained Aircraft Control
Resolutory Action.Flight Crew : Executed Go Around

Assessments

Problem Areas : Flight Crew Human Performance


Problem Areas : ATC Human Performance
Primary Problem : Flight Crew Human Performance

Narrative

WE HAD JUST COME TO THE END OF A LONG FLT. THE FO WAS ON HIS SECOND DAY, AND HAD ALREADY FLOWN 2 LEGS. THIS WAS HIS THIRD FOR THE DAY. WE WERE IN A -700 AND GOT HIGH BECAUSE OF HIS INEXPERIENCE. (WE HAD DISCUSSED CONFIGNS, TECHNIQUES AND COMPUTATIONS SEVERAL TIMES AND HE JUST SIMPLY GOT BEHIND.) A GAR WAS INITIATED AS DIRECTED BY THE PLT MONITORING. ON THE GAR WE WERE VECTORED INITIALLY TO RWY 5L, AND THEN CHANGED TO RWY 5R. WE DID NOT GET THE LOC COURSE SET IN PROPERLY AND INADVERTENTLY INTERCEPTED FINAL FOR RWY 5L, THEN CORRECTED TO RWY 5R. WE WERE WITHIN PARAMETERS FOR THE STABILIZED APCH WITH 1 SPD CALLOUT FOR LOW SPD (SLIGHTLY BELOW REF -- CORRECTING). THE RWY HAS A SLOPE, AND A 'FIRM' LNDG WAS MADE, BUT CERTAINLY WITHIN THE 'NORM' FOR COMPANY FLTS. THE FO IS TRULY DOING A GOOD JOB AND JUST GOT TO THE END WITH A NOT SO PLEASANT COMPLETION TO HIS FLYING FOR THE DAY. PAY MORE ATTN TO THE 'FATIGUE' FACTOR FOR A NEW FO.

Synopsis

A B737 CHECK AIRMAN REPORTS A PILOT ON DAY 2 OF IOE EXECUTED A GAR ON AN UNSTABILIZED APCH AND FOLLOWED WITH A FIRM TOUCHDOWN. FATIGUE A FACTOR.

ACN: 734159 (4 of 10)

Time / Day

Date : 200704


Local Time Of Day : 1201 To 1800
Day : Thu

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.AGL.Single Value : 0

Environment

Flight Conditions : VMC


Weather Elements : Turbulence
Light : Daylight

Aircraft : 1

Controlling Facilities.Tower : RDU.Tower


Operator.General Aviation : Personal
Make Model Name : PA-60 600 Aerostar
Operating Under FAR Part : Part 91
Flight Phase.Landing : Roll
Flight Plan : IFR

Component : 1

Aircraft Component : Nose Gear

Person : 1

Affiliation.Other : Personal


Function.Flight Crew : Single Pilot
Qualification.Pilot : Instrument
Qualification.Pilot : Multi Engine
Qualification.Pilot : Private
Experience.Flight Time.Last 90 Days : 21
Experience.Flight Time.Total : 1270
Experience.Flight Time.Type : 587
ASRS Report : 734159

Events

Anomaly.Other Anomaly


Anomaly.Aircraft Equipment Problem : Critical
Independent Detector.Other.Flight CrewA
Resolutory Action.Flight Crew : Regained Aircraft Control
Consequence.Other

Assessments

Problem Areas : Maintenance Human Performance


Problem Areas : Aircraft
Primary Problem : Aircraft

Narrative

AIRPLANE VEERED OFF RWY TO L AND WAS RETURNED TO RWY WITHOUT DAMAGE TO EITHER AIRPLANE OR ARPT. CAUSE WAS FAILURE OF THE NOSE GEAR STRUT TO EXTEND SUFFICIENTLY TO PERMIT LOCKING CAM IN NOSE GEAR ASSEMBLY TO LOCK NOSEWHEEL IN STRAIGHT AHEAD POS. AIRPLANE WAS ALIGNED WITH THE CTRLINE OF RWY 32 AT TOUCHDOWN. MAIN WHEELS CONTACTED RWY WITHOUT INCIDENT. WHEN NOSEWHEEL TOUCHED RWY, THE AIRPLANE MADE SHARP L TURN OFF RWY UNTIL R RUDDER AND BRAKES COULD RETURN AIRPLANE TO RWY. INSPECTION THE NEXT MORNING REVEALED THAT NOSE GEAR STRUT HAD LOST NITROGEN CHARGE DUE TO A LEAK PREVENTING THE LOCKING CAM FROM ENGAGING AND ALLOWING NOSEWHEEL TO TURN FROM SIDE TO SIDE. STRUT WAS FILLED WITH NITROGEN AND GEAR RECYCLED SEVERAL TIMES DURING WHICH STRUT EXTENDED AND NOSEWHEEL LOCKED IN STRAIGHT AHEAD POS WITHOUT ANY SIDE TO SIDE MOVEMENT. AIRPLANE DEPARTED ARPT 4 1/2 HRS PRIOR TO INCIDENT AT WHICH TIME NOSE STRUT APPEARED TO HAVE NORMAL 3-4 INCH EXTENSION. HENCEFORTH, WT WILL BE APPLIED TO NOSE DURING PREFLT TO MAKE SURE STRUT WORKING CORRECTLY. MAINT TO FIND SOURCE OF LEAK HAS BEEN SCHEDULED.

Synopsis

AN AEROSTAR 600 PILOT VEERED OFF THE RUNWAY AFTER TOUCHDOWN BECAUSE THE NOSE GEAR FAILED TO EXTEND SUFFICIENTLY TO LOCK THE NOSEWHEEL.

ACN: 731120 (5 of 10)

Time / Day

Date : 200703


Local Time Of Day : 1201 To 1800
Day : Sun

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.MSL.Single Value : 30000

Environment

Flight Conditions : VMC


Light : Daylight

Person : 1

Affiliation.Government : FAA


Function.Controller : Radar
Experience.Controller.Time Certified In Position1 : 11
Experience.Controller.Time Certified In Position2 : 2
ASRS Report : 73112

Events

Anomaly.Non Adherence : Required Legal Separation


Anomaly.Conflict : Airborne Less Severe
Independent Detector.Other.ControllerA
Independent Detector.ATC Equipment : Conflict Alert
Resolutory Action.Controller : Issued New Clearance
Resolutory Action.Controller : Issued Alert
Consequence.FAA : Investigated
Miss Distance.Horizontal : 24600

Assessments

Problem Areas : ATC Human Performance


Primary Problem : ATC Human Performance
Air Traffic Incident : Operational Error

Narrative

ACFT #1 INBOUND ORF FL310. ACFT #2 SBOUND FL300. RADAR CTLR ISSUED A DSCNT TO FL300 TO ACFT #1 RESULTING IN AN IMMEDIATE LOSS OF SEPARATION. THE SECTOR WAS IMMEDIATELY BUSY AT THE TIME.

Synopsis

ZDC ASSOC RADAR CTLR WITNESSED OPERROR AT FL300 WHEN RADAR CTLR DESCENDED ACFT TO OCCUPIED ALT.

ACN: 728637 (6 of 10)

Time / Day

Date : 200702


Local Time Of Day : 1201 To 1800
Day : Wed

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.AGL.Single Value : 1200

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.Tower : RDU.Tower


Operator.Common Carrier : Air Carrier
Make Model Name : B737-700
Operating Under FAR Part : Part 121
Flight Phase.Climbout : Initial
Flight Plan : IFR

Aircraft : 2

Controlling Facilities.TRACON : RDU.TRACON


Operator.Common Carrier : Air Taxi
Make Model Name : Helicopter
Operating Under FAR Part : Part 135

Person : 1

Affiliation.Company : Air Carrier


Function.Flight Crew : Captain
Function.Oversight : PIC
Experience.Flight Time.Last 90 Days : 220
Experience.Flight Time.Type : 13100
ASRS Report : 728637

Person : 2

Affiliation.Company : Air Carrier


Function.Flight Crew : First Officer
Experience.Flight Time.Last 90 Days : 280
Experience.Flight Time.Type : 5000

Person : 3

Affiliation.Company : Air Taxi


Function.Flight Crew : Captain
Function.Oversight : PIC

Person : 4

Affiliation.Government : FAA


Function.Controller : Local

Events

Anomaly.Non Adherence : Required Legal Separation


Anomaly.Conflict : Airborne Critical
Independent Detector.Aircraft Equipment : TCAS
Independent Detector.Other.Flight CrewA
Independent Detector.Other.ControllerA
Resolutory Action.Flight Crew : Took Evasive Action
Resolutory Action.Controller : Issued Advisory
Consequence.FAA : Reviewed Incident With Flight Crew

Assessments

Problem Areas : ATC Human Performance


Primary Problem : ATC Human Performance

Narrative

WE WERE CLRED FOR TKOF ON RWY 23L AT RDU, AND TOLD TO FLY RWY HDG, CLB AND MAINTAIN 7000 FT. SOON AFTER LIFTOFF (UNDER 1000 FT), THE TWR TOLD US OF TFC AT 11 O'CLOCK POS. WE CALLED THE TFC IN SIGHT, SO THE TWR TOLD US TO CONTINUE OUR CLB TO 7000 FT MAINTAINING A VISUAL WITH THE TFC. THIS TFC TARGET WAS STEADY IN OUR WINDSHIELD (NO L OR R MOVEMENT) SO A R TURN SEEMED IN ORDER. I BANKED THE ACFT R, TURNING 30 DEGS WITH 25 DEGS OF BANK. AT THIS POINT WE WERE 1700 FT MSL (1200 FT AGL) WITH FLAPS RETRACTING TO 1 DEG AND CLB THRUST SET. IN ORDER TO MISS THE TFC WE HAD TO STOP OUR CLB IMMEDIATELY, SO I REDUCED PWR TO ALMOST IDLE AS I LOWERED THE NOSE. DURING THIS TIME, WE RECEIVED A TCAS RA, 'REDUCE CLB, REDUCE CLB,' FOLLOWED BY, 'DSND, DSND, DSND.' OUR TOP OF CLB WAS 2400 FT MSL BEFORE OUR DSCNT TO 2000 FT MSL (1600 FT AGL) TO STAY UNDER TFC. THE TFC WAS A VFR HELI NOT ON THE TWR FREQ, BUT TALKING TO APCH CTL. AFTER LNDG, I SPOKE WITH A MAN FROM QUALITY ASSURANCE FOR THE RDU TWR AND HE EXPRESSED HIS CONCERN AND DISAPPOINTMENT IN THE EVENT. HE SAID HE VIEWED THE RADAR TAPE AFTER HE RETURNED FROM LUNCH AND STATED, 'I ALMOST BECAME NAUSEOUS AFTER WATCHING IT.' HE SAID IT WAS AN EMER MEDICAL HELI THAT HAD JUST PICKED UP AN ACCIDENT VICTIM AND USUALLY GOES OVER THE TOP OF THE ARPT, BUT TODAY APCH DECIDED TO LET HIM GO ACROSS THE DEP END OF RDU'S RWYS. HE SAID APCH HAD CALLED TO ADVISE THEM OF THIS. THIS DEP WAS VERY UPSETTING TO ME AND MY CREW. WHEN I CALLED THE FLT ATTENDANTS FOR THEIR REACTION, THEY TOLD ME THAT THEY THOUGHT WE HAD LOST PWR TO BOTH ENGS. BASED ON WHAT I KNOW AT THIS TIME, OUR ACFT SHOULD NOT HAVE BEEN CLRED FOR TKOF.

Synopsis

B737 CREW DEPARTING RWY 23L AT RDU HAS TCAS RA WITH HELICOPTER AT 1200 FEET AGL.

ACN: 725499 (7 of 10)

Time / Day

Date : 200701


Local Time Of Day : 1201 To 1800
Day : Wed

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.MSL.Single Value : 4000

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.TRACON : RDU.TRACON


Operator.General Aviation : Corporate
Make Model Name : Citation V
Operating Under FAR Part : Part 91
Navigation In Use.Other : FMS or FMC
Flight Phase.Descent : Approach
Route In Use.Approach.Other
Flight Plan : IFR

Aircraft : 2

Controlling Facilities.TRACON : RDU.TRACON


Make Model Name : Small Aircraft, Low Wing, 1 Eng, Fixed Gear

Person : 1

Affiliation.Company : Corporate


Function.Flight Crew : First Officer
Qualification.Pilot : ATP
Qualification.Pilot : Instrument
Qualification.Pilot : Multi Engine
Experience.Flight Time.Last 90 Days : 60
Experience.Flight Time.Total : 5000
Experience.Flight Time.Type : 300
ASRS Report : 725499

Person : 2

Affiliation.Company : Corporate


Function.Flight Crew : Captain
Function.Oversight : PIC

Person : 3

Function.Flight Crew : Single Pilot

Person : 4

Affiliation.Government : FAA


Function.Controller : Approach

Person : 5

Affiliation.Government : FAA


Function.Controller : Supervisor

Events

Anomaly.Conflict : Airborne Less Severe


Resolutory Action.Controller : Issued Advisory
Resolutory Action.Flight Crew : Took Evasive Action
Resolutory Action.Controller : Issued New Clearance
Miss Distance.Vertical : 3000

Assessments

Problem Areas : ATC Human Performance


Primary Problem : ATC Human Performance

Narrative

WHILE APCHING RDU FOR LNDG, APCH CTL ADVISED US TO EXPECT RWY 5L. THE NEXT COMMUNICATION INSTRUCTED A VECTOR TO A HDG OF 070 DEGS TO INTERCEPT THE LOCALIZER FOR RWY 5R. WE CONFIRMED THIS INSTRUCTION AND VERIFIED RWY 5R. IN THE MEANTIME, THERE WAS A CHANGE OF CTLRS. WE CHECKED IN WITH THE NEW CTLR, AGAIN STATING OUR CLRNC TO RWY 5R. SHORTLY AFTER, THE CTLR CALLED AND STATED THAT WE SHOULD BE ON RWY 5L AND ISSUED A HDG TO INTERCEPT. JUST BEFORE THE CALL, WE HAD PICKED UP OTHER TFC AHEAD AND BELOW (A CIRRUS). WE TURNED LEFT TO THE NEW HDG. THE LNDG TO RWY 5L WAS UNEVENTFUL, BUT WAS FOLLOWED BY A CALL TO THE APCH SUPVR AT RDU TWR. HE HAD ALREADY LISTENED TO THE TAPE AND CONFIRMED FOR US THAT WE WERE CLRED FOR RWY 5R. NO LOSS OF SEPARATION OCCURRED.

Synopsis

ORIGINALLY CLRED FOR AN APCH TO RWY 5L, C560 IS MISTAKENLY RE-CLRED FOR AN APCH TO RWY 5R AT RDU IN CONFLICT WITH ANOTHER ACFT.

ACN: 720344 (8 of 10)

Time / Day

Date : 200612


Local Time Of Day : 1201 To 1800
Day : Mon

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.MSL.Single Value : 1200

Environment

Flight Conditions : VMC


Light : Daylight

Aircraft : 1

Controlling Facilities.Tower : RDU.Tower


Operator.General Aviation : Corporate
Make Model Name : Cessna 210 Centurion / Turbo Centurion 210C, 210D
Operating Under FAR Part : Part 91
Flight Phase.Descent : Approach
Route In Use.Approach : Traffic Pattern
Route In Use.Approach : Visual
Flight Plan : IFR

Component : 1

Aircraft Component : Gear Extend/Retract Mechanism

Person : 1

Affiliation.Company : Corporate


Function.Flight Crew : Captain
Function.Oversight : PIC
Qualification.Pilot : CFI
Qualification.Pilot : Commercial
Qualification.Pilot : Instrument
Qualification.Pilot : Multi Engine
Experience.Flight Time.Last 90 Days : 200
Experience.Flight Time.Total : 1500
Experience.Flight Time.Type : 1300
ASRS Report : 720344

Person : 2

Affiliation.Company : Corporate


Function.Flight Crew : First Officer
Qualification.Pilot : CFI
Qualification.Pilot : Commercial
Qualification.Pilot : Instrument
Qualification.Pilot : Multi Engine
Experience.Flight Time.Last 90 Days : 150
Experience.Flight Time.Total : 550
Experience.Flight Time.Type : 300
ASRS Report : 720342

Events

Anomaly.Aircraft Equipment Problem : Critical


Independent Detector.Aircraft Equipment.Other Aircraft Equipment
Resolutory Action.Flight Crew : Overcame Equipment Problem
Resolutory Action.Flight Crew : Executed Go Around

Assessments

Problem Areas : Aircraft


Primary Problem : Aircraft

Narrative

UPON APCH TO LNDG AT RDU, WE HAD TROUBLE GETTING A GEAR DOWN AND LOCK INDICATION (GREEN LIGHT). WE BROKE OFF THE VISUAL APCH AND STAYED IN THE TFC PATTERN. AFTER A COUPLE OF RECYCLES AND GEAR FAILURE CHKLIST, WE RAN THE GEAR NOT LOCKED LNDG CHKLIST. UPON FINAL APCH THE GEAR CIRCUIT BREAKER WAS PUSHED BACK IN AND THE GEAR LOCKED DOWN WITH GREEN IDENT. TWR WAS NOT NOTIFIED OF POSITIVE IDENT DURING LNDG DUE TO HIGH WORKLOAD. LNDG WAS MADE WITH POSITIVE DOWN GREEN IDENT.

Synopsis

PLTS ABOARD C210 RPT UNABLE TO OBTAIN GEAR SAFE LIGHT ON FINAL APCH. CIRCLE AND COMPLETE CHKLISTS, ULTIMATELY REGAINING A GEAR SAFE INDICATION. LAND SAFELY.

ACN: 718012 (9 of 10)

Time / Day

Date : 200611


Local Time Of Day : 0001 To 0600
Day : Mon

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.AGL.Single Value : 0

Environment

Light : Dusk

Aircraft : 1

Controlling Facilities.Tower : RDU.Tower


Operator.Common Carrier : Air Carrier
Make Model Name : MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part : Part 121
Flight Phase.Ground : Takeoff Roll
Flight Plan : IFR

Person : 1

Affiliation.Company : Air Carrier


Function.Flight Crew : Captain
Function.Oversight : PIC
ASRS Report : 718012

Person : 2

Affiliation.Government : FAA


Function.Controller : Local

Events

Anomaly.Other Anomaly.Other


Independent Detector.Other.Flight CrewA
Resolutory Action.None Taken : Unable

Assessments

Problem Areas : ATC Facility


Problem Areas : FAA
Problem Areas : Airport
Problem Areas : ATC Human Performance
Primary Problem : ATC Facility

Situations

ATC Facility.Staffing : RDU.Tower

Narrative

BOTH TODAY AND YESTERDAY MORNING ON TAXI OUT AND TKOF FROM RDU 1 CTLR IS HANDLING CLRNC, GND AND TWR. HE IS XMITTING AND MONITORING 3 SEPARATE FREQS. ON OUR TKOF ROLL, HE IS BROADCASTING A CLRNC TO AN ACFT IN THE CHOCKS OVER THE TWR FREQ WHILE WE ROLL DOWN THE RWY. I AM VERY DOUBTFUL HE WOULD BE ABLE TO HEAR AND RESPOND TO AN ABORT CALL AND REQUEST FOR CFR. THIS MAY BE A COST SAVINGS FROM A MANNING STANDPOINT, BUT AT WHAT REAL COST?

Synopsis

MD80 CAPT IS CONCERNED THAT MULTI-TASKING OF GND, LCL AND CLRNC DELIVERY FREQS BY A SINGLE CTLR DURING MORNING HRS AT RDU COMPROMISES THE USE OF FREQS FOR OPERATIONAL AND OR EMER USE.

ACN: 714833 (10 of 10)

Time / Day

Date : 200610


Local Time Of Day : 1801 To 2400
Day : Sun

Place

Locale Reference.Airport : RDU.Airport


State Reference : NC
Altitude.MSL.Single Value : 2500

Environment

Light : Night

Aircraft : 1

Controlling Facilities.TRACON : RDU.TRACON


Controlling Facilities.Tower : RDU.Tower
Operator.Common Carrier : Air Carrier
Make Model Name : B737-700
Operating Under FAR Part : Part 121
Navigation In Use.ILS.Localizer & Glide Slope : 23R
Flight Phase.Descent : Approach
Route In Use.Approach : Instrument Precision
Flight Plan : IFR

Person : 1

Affiliation.Company : Air Carrier


Function.Flight Crew : First Officer
Experience.Flight Time.Last 90 Days : 194
Experience.Flight Time.Type : 3800
ASRS Report : 714833

Person : 2

Affiliation.Company : Air Carrier


Function.Flight Crew : Captain
Function.Oversight : PIC

Person : 3

Affiliation.Government : FAA


Function.Controller : Approach

Person : 4

Affiliation.Government : FAA


Function.Controller : Local

Events

Anomaly.Non Adherence : FAR


Independent Detector.Other.Flight CrewA
Independent Detector.ATC Equipment.Other ATC Equipment
Resolutory Action.Flight Crew : Executed Go Around
Resolutory Action.Controller : Issued New Clearance

Assessments

Problem Areas : ATC Human Performance


Problem Areas : Weather
Problem Areas : Airport
Primary Problem : Weather

Narrative

ENRTE TO RDU, OBTAINED THE RDU ATIS. VISIBILITY WAS RPTED AS 2 MI WITH RWY 23R IN USE. THE CAPT BRIEFED A FLAPS 40 DEG APCH. AFTER SWITCHING TO APCH CTL, WE HEARD THEM TELL ANOTHER ACFT IN FRONT OF US THAT TOUCHDOWN RVR WAS 1200 FT BUT THAT PREVIOUS ACFT WERE PICKING UP THE FIELD VISUALLY AND MULTIPLE ACFT HAD SHOT APCHS AND LANDED. CAT 2 AND CAT 3 APCHS WERE NOT AVAILABLE DUE TO REDUCED RWY LIGHTING. THE PREVIOUS ACFT ACCEPTED THE APCH AND LANDED. THE CAPT STATED THAT HE DID NOT UNDERSTAND HOW ANYONE COULD ACCEPT A CAT 1 APCH WITH VISIBILITY LESS THAN REQUIRED EVEN THOUGH WE COULD SEE THE RWY FROM 11 MI OUT. THE CAPT EXPRESSED HIS CONCERNS TO TWR AND WAS TOLD THAT IT WAS NOT APCH CTL'S RESPONSIBILITY TO DETERMINE LEGALITY, AND THAT THEY JUST ISSUE APCHS. AT THAT POINT THE CAPT MADE THE DECISION TO GO AROUND AT APPROX 2200 FT MSL. AFTER AN UNEVENTFUL GAR, ACFT CTL WAS XFERRED TO THE FO SO THAT THE CAPT COULD CONTACT DISPATCH. DISPATCH AGREED THAT THE APCHS WERE NOT LEGAL AT THIS POINT, AND THAT WE HAD PLENTY OF FUEL TO HOLD AND WAIT FOR THE VISIBILITY TO IMPROVE. SHORTLY AFTER TALKING WITH DISPATCH RVR WAS RPTED AT OR ABOVE 3500 FT. WE WERE TURNED ONTO THE LOC, CLRED FOR THE APCH AND SWITCHED TO TWR. WE DISCUSSED THAT WE NEEDED AT LEAST 1800 FT AND THAT AFTER THE FAF WE COULD CONTINUE FOR A 'LOOK SEE.' ON FINAL JUST PRIOR TO THE FAF (BODLY) THE RVR WAS RPTED AT 1800 FT. I SWITCHED TO TWR AND WE WERE CLRED TO LAND. TWR STATED THAT PREVIOUS ACFT HAD ALL SEEN THE RWY AND THAT TWR COULD SEE THE ACFT AND THE FIELD BUT THAT RVR HAD BEEN GOING UP AND DOWN AND THAT THEY WERE NOT SURE THAT THE EQUIP WAS WORKING CORRECTLY. WE PICKED UP THE FIELD AT ABOUT 7 MI OUT AND MAINTAINED THE FIELD VISUALLY THE ENTIRE APCH. WE LANDED WITHOUT INCIDENT AND TAXIED TO THE GATE. AFTER LNDG THE CAPT AND I TALKED ABOUT THE APCH AND HOW CONFUSING EVERYTHING WAS WITH RVR CONSTANTLY CHANGING, THE TWR'S COMMENTS, HOW WE HAD THE FIELD VISUALLY AT MORE THAN 7 MI BUT HOW THEY WOULD NOT ISSUE VISUAL APCHS BECAUSE OF THE RPTED VISIBILITY. THE CAPT ALSO QUESTIONED IF I HAD HEARD AN RVR OF 1200 FT DURING OUR APCH AND IF IT WAS PRIOR TO THE FAF. I DID NOT REMEMBER HEARING THAT AND WITH OUR PREVIOUS GAR AND DISCUSSION ABOUT OUR REQUIREMENTS FOR THE APCH, I DON'T THINK WE WOULD HAVE CONTINUED IF WE WERE NOT LEGAL. WE HEARD SO MANY RVR RPTS TO US, PRECEDING ACFT, FOLLOWING ACFT, ATIS RPTS, TWR COMMENTS DURING THIS APCH, THAT IT IS ALL SORT OF JUMBLED TOGETHER. ALTHOUGH I THINK WE WERE LEGAL FOR THE APCH, I ALSO LEARNED VALUABLE LESSONS FROM THIS EXPERIENCE. I AGREE WITH THE CAPT THAT THE APCH DECISION IS SIMILAR TO A TKOF/ABORT DECISION, IN THAT IT HAPPENS IN REAL TIME AND DOESN'T ALLOW FOR DISCUSSION, YOU JUST HAVE TO MAKE THE DECISION. THIS REALLY SHOWS THAT A GOOD BRIEFING OF 'WHAT IFS' BEFORE HELPS PREPARE YOU TO MAKE THE CORRECT DECISION. THIS EVENT WAS MADE RATHER CONFUSING BECAUSE WE COULD HAVE FLOWN A VISUAL APCH FROM MORE THAN 7 MI OUT, YET TWR COULD NOT ISSUE VISUAL APCHS YET THEY WOULD ISSUE ILS APCHS THAT NO ONE HAD THE VISIBILITY TO LEGALLY SHOOT.

Synopsis

B737 CREW ABANDONS APCH AFTER LEARNING THE ARPT IS BELOW LNDG MINIMUMS.


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