Narrative:

After we were cleared for the ILS approach to runway 36C; but still well outside the OM; we noticed an RA miss comparison message on our pfd's. The first officer's RA was registering 25 feet when we were above 3;000 feet. I decided to continue the approach as a cat I monitored approach instead of a cat ii approach. Upon reaching DH we did not see the runway environment and executed a missed approach. Due to the problem we encountered earlier with the first officer's RA; I decided it was safer to divert to our filed alternate; and once on the ground; I could coordinate with both maintenance and dispatch as to the best course of action to complete the flight safely to our destination. Maintenance MEL'd the first officer's RA; dispatch issued a new release. We completed a successful CAT ii approach and landing without any further complications. The threats for this flight were the weather at our destination along with the weather at our alternate. The failure of the first officer's RA during a critical phase of flight. Another threat I want to bring up is one that I consider to be a serious threat to aircraft safety. While on the ILS approach to runway 36C; and inside the OM; we heard the tower clear a departing aircraft into position and subsequent take off from runway 36C. This seems to me as a clear violation according to JO7110.65U section 7 (3-7-5 #2). Unfortunately this is not the first time I have witnessed these actions from tower controllers.

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Original NASA ASRS Text

Title: Air Carrier conducting a CAT II ILS 36C at CLT; and inside the OM; expressed concern regarding the fact that ATC allowed a take off; noting ATC's failure to comply with 7110.65 requirements.

Narrative: After we were cleared for the ILS approach to Runway 36C; but still well outside the OM; we noticed an RA miss comparison message on our PFD's. The First Officer's RA was registering 25 feet when we were above 3;000 feet. I decided to continue the approach as a Cat I monitored approach instead of a Cat II approach. Upon reaching DH we did not see the runway environment and executed a missed approach. Due to the problem we encountered earlier with the First Officer's RA; I decided it was safer to divert to our filed alternate; and once on the ground; I could coordinate with both Maintenance and Dispatch as to the best course of action to complete the flight safely to our destination. Maintenance MEL'd the First Officer's RA; dispatch issued a new release. We completed a successful CAT II approach and landing without any further complications. The threats for this flight were the weather at our destination along with the weather at our alternate. The failure of the First Officer's RA during a critical phase of flight. Another threat I want to bring up is one that I consider to be a serious threat to aircraft safety. While on the ILS approach to Runway 36C; and inside the OM; we heard the Tower clear a departing aircraft into position and subsequent take off from Runway 36C. This seems to me as a clear violation according to JO7110.65U section 7 (3-7-5 #2). Unfortunately this is not the first time I have witnessed these actions from tower controllers.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.