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Controller vectored air carrier X through localizer without issuing approach clearance or reason for vector through the localizer. Operational deviation.
| Attributes | |
| ACN | 119307 |
| Time | |
| Date | 198908 |
| Day | Sat |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : clt |
| State Reference | NC |
| Altitude | msl bound lower : 2300 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : clt |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent : approach |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent : approach |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 7500 flight time type : 180 |
| ASRS Report | 119307 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 220 flight time total : 7000 flight time type : 190 |
| ASRS Report | 119301 |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : published procedure |
| Independent Detector | other flight crewa |
| Resolutory Action | controller : issued new clearance |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 6000 vertical : 1000 |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Deviation |
Narrative:
We were air carrier X being vectored for spacing in the sequence. We were on a 090 degree heading at 4000', 14 DME, and told to expect runway 18R. At 9 DME cleared to 2300' and right turn to 150 degree heading. An apparent 30 degree intercept to the runway 18R localizer. As we had the airport in sight we reported that we 'had the airport.' the controller was very busy and we had to wait to get a word in. He at last acknowledged our 'airport in sight' call with a 'roger.' the radio chatter was continuous as we flew through the 18R localizer still at 2300' and 150 degree heading. As we flew through the runway 18L localizer we were becoming uncomfortable about what was planned for us--we were speculating that we were now to go to runway 23. 2300' is approach altitude for runway 23. We spotted medium large transport traffic apparently headed for runway 23 and demanded to know what the plan was as we were only 4 DME at 2300', which is an uncomfortable position to be in (high and close in). The controller at first seemed unaware of our position as he restated our old assignment of runway 18R, then issued, 'turn right immediately, climb.' the controller had thought he had issued a 'cleared for the approach' clearance. We had the medium large transport going to runway 23 in sight and upon turning crosswind for runway 18 over the airport we saw the traffic that was to follow us to runway 18R in sight. We stopped our climb at 3000' and made a normal pattern and landed. Radio traffic was very heavy and it was difficult to clear up any misunderstanding west/O blocking out someone else. Supplemental information from acn 119301: captain called tower afterward. They advised we had sep, but a mistake was made by either them or us (missing call), but since there was sep, there was no incident, hence no report. I advised I would file NASA report just in case.
Original NASA ASRS Text
Title: CTLR VECTORED ACR X THROUGH LOCALIZER WITHOUT ISSUING APCH CLRNC OR REASON FOR VECTOR THROUGH THE LOCALIZER. OPERATIONAL DEVIATION.
Narrative: WE WERE ACR X BEING VECTORED FOR SPACING IN THE SEQUENCE. WE WERE ON A 090 DEG HDG AT 4000', 14 DME, AND TOLD TO EXPECT RWY 18R. AT 9 DME CLRED TO 2300' AND RIGHT TURN TO 150 DEG HDG. AN APPARENT 30 DEG INTERCEPT TO THE RWY 18R LOC. AS WE HAD THE ARPT IN SIGHT WE RPTED THAT WE 'HAD THE ARPT.' THE CTLR WAS VERY BUSY AND WE HAD TO WAIT TO GET A WORD IN. HE AT LAST ACKNOWLEDGED OUR 'ARPT IN SIGHT' CALL WITH A 'ROGER.' THE RADIO CHATTER WAS CONTINUOUS AS WE FLEW THROUGH THE 18R LOC STILL AT 2300' AND 150 DEG HDG. AS WE FLEW THROUGH THE RWY 18L LOC WE WERE BECOMING UNCOMFORTABLE ABOUT WHAT WAS PLANNED FOR US--WE WERE SPECULATING THAT WE WERE NOW TO GO TO RWY 23. 2300' IS APCH ALT FOR RWY 23. WE SPOTTED MLG TFC APPARENTLY HEADED FOR RWY 23 AND DEMANDED TO KNOW WHAT THE PLAN WAS AS WE WERE ONLY 4 DME AT 2300', WHICH IS AN UNCOMFORTABLE POS TO BE IN (HIGH AND CLOSE IN). THE CTLR AT FIRST SEEMED UNAWARE OF OUR POS AS HE RESTATED OUR OLD ASSIGNMENT OF RWY 18R, THEN ISSUED, 'TURN RIGHT IMMEDIATELY, CLB.' THE CTLR HAD THOUGHT HE HAD ISSUED A 'CLRED FOR THE APCH' CLRNC. WE HAD THE MLG GOING TO RWY 23 IN SIGHT AND UPON TURNING XWIND FOR RWY 18 OVER THE ARPT WE SAW THE TFC THAT WAS TO FOLLOW US TO RWY 18R IN SIGHT. WE STOPPED OUR CLB AT 3000' AND MADE A NORMAL PATTERN AND LANDED. RADIO TFC WAS VERY HVY AND IT WAS DIFFICULT TO CLEAR UP ANY MISUNDERSTANDING W/O BLOCKING OUT SOMEONE ELSE. SUPPLEMENTAL INFO FROM ACN 119301: CAPT CALLED TWR AFTERWARD. THEY ADVISED WE HAD SEP, BUT A MISTAKE WAS MADE BY EITHER THEM OR US (MISSING CALL), BUT SINCE THERE WAS SEP, THERE WAS NO INCIDENT, HENCE NO RPT. I ADVISED I WOULD FILE NASA RPT JUST IN CASE.
Data retrieved from NASA's ASRS site as of August 2007 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.