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Two roc controllers describe an attempted regional jet approach to runway 28 at roc in heavy weather. The glideslope had failed prior to the rj's arrival but this was not relayed to approach control. The crew attempted a localizer only approach but was 900 feet low at the FAF and 300 feet below MDA three miles from the field. Minimum safe altitude warnings are issued and the rj crew goes around and elects to divert.
| Attributes | |
| ACN | 1180792 |
| Time | |
| Date | 201406 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | ROC.Airport |
| State Reference | NY |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 145 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Local |
| Qualification | Air Traffic Control Fully Certified |
| Person 2 | |
| Function | Approach |
| Qualification | Air Traffic Control Fully Certified |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT Inflight Event / Encounter Weather / Turbulence |
Narrative:
There was a line of severe weather moving through the rochester area at the time of the incident. The two previous arrivals had reported extreme turbulence on final to runway 4. The regional jet had been planning an approach to runway 4 but changed his mind due to weather conditions to runway 28. Runway 28 had just lost the glideslope portion of the ILS approach (PIREP from before I assumed the position). I saw the rj join the runway 28 final; and heard the MSAW warning in the tower prior to him changing to my frequency; while the aircraft was still outside the outer marker. The aircraft checked in with me over the outer marker asking about the weather at the airport. As I was answering his question the MSAW alarm went off again and I issued a low altitude alert to him. I told him he should be at 2;000 feet; and he said he thought the altitude at suusa was 1;200. I knew that was incorrect; but I grabbed the approach plate to verify. The crossing altitude for suusa is 2;100 feet; and by this point his descent was at 900 feet indicated. He was below the cloud deck and from my vantage point below the hospital between him and the airport. He elected to initiate a go-around at that point and I issued alternate missed approach instructions to keep him away from the weather which was mostly south and east of the airport at that time. On a localizer approach I believe a pilot can descend to the decision height once they cross the final approach fix; but [this crew] either misread the approach or the turbulence caused them to descend lower than they intended. They did report severe turbulence. I should have asked the approach controller about the aircraft's status when the first MSAW alarm went off.
Original NASA ASRS Text
Title: Two ROC controllers describe an attempted Regional Jet approach to Runway 28 at ROC in heavy weather. The glideslope had failed prior to the RJ's arrival but this was not relayed to Approach Control. The crew attempted a localizer only approach but was 900 feet low at the FAF and 300 feet below MDA three miles from the field. Minimum safe altitude warnings are issued and the RJ crew goes around and elects to divert.
Narrative: There was a line of severe weather moving through the Rochester area at the time of the incident. The two previous arrivals had reported extreme turbulence on final to Runway 4. The regional jet had been planning an approach to Runway 4 but changed his mind due to weather conditions to Runway 28. Runway 28 had just lost the glideslope portion of the ILS approach (PIREP from before I assumed the position). I saw the RJ join the runway 28 final; and heard the MSAW warning in the Tower prior to him changing to my frequency; while the aircraft was still outside the Outer Marker. The aircraft checked in with me over the Outer Marker asking about the weather at the airport. As I was answering his question the MSAW alarm went off again and I issued a low altitude alert to him. I told him he should be at 2;000 feet; and he said he thought the altitude at SUUSA was 1;200. I knew that was incorrect; but I grabbed the approach plate to verify. The crossing altitude for SUUSA is 2;100 feet; and by this point his descent was at 900 feet indicated. He was below the cloud deck and from my vantage point below the hospital between him and the airport. He elected to initiate a go-around at that point and I issued alternate missed approach instructions to keep him away from the weather which was mostly south and east of the airport at that time. On a localizer approach I believe a pilot can descend to the decision height once they cross the final approach fix; but [this crew] either misread the approach or the turbulence caused them to descend lower than they intended. They did report severe turbulence. I should have asked the Approach Controller about the aircraft's status when the first MSAW alarm went off.
Data retrieved from NASA's ASRS site 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.