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Air carrier flight crew feels that ATC vectors would have resulted in potential conflict if continued.
| Attributes | |
| ACN | 130644 |
| Time | |
| Date | 198912 |
| Day | Tue |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : mem |
| State Reference | TN |
| Altitude | msl bound lower : 5000 msl bound upper : 5000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : mem tower : ont |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | cruise other cruise other descent : approach |
| Route In Use | arrival other enroute : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Widebody, Low Wing, 3 Turbojet Eng |
| Navigation In Use | Other |
| Flight Phase | cruise other descent : approach |
| Route In Use | arrival other enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 90 flight time total : 12200 flight time type : 7100 |
| ASRS Report | 130644 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | conflict : airborne less severe |
| Independent Detector | other flight crewa |
| Resolutory Action | controller : issued new clearance |
| Consequence | Other |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Deviation |
Narrative:
After numerous heading and altitude changes, it was apparent that we were converging on another inbound flight to mem. The heading changes were away from the airport, so it was also apparent that our conflict would be ahead of us to the airport. We were given runway 36L, and when on a 110 degree heading, we were given a turn to 030 degrees and 4000'. At about 060 degrees in the turn, I stopped the turn due to a widebody transport at our 9 O'clock position and the same altitude. I felt that he was already too close (2.5-3 mi), and that I would definitely be too close if I continued the turn to 030 degrees. At this time the controller asked if we would take 36R for landing (we said ok), and he cleared us for a visibility. Seems he should have done that in the first place, and it would have prevented a lot of vectoring and what I consider inadequate sep from a heavy aircraft.
Original NASA ASRS Text
Title: ACR FLT CREW FEELS THAT ATC VECTORS WOULD HAVE RESULTED IN POTENTIAL CONFLICT IF CONTINUED.
Narrative: AFTER NUMEROUS HDG AND ALT CHANGES, IT WAS APPARENT THAT WE WERE CONVERGING ON ANOTHER INBND FLT TO MEM. THE HDG CHANGES WERE AWAY FROM THE ARPT, SO IT WAS ALSO APPARENT THAT OUR CONFLICT WOULD BE AHEAD OF US TO THE ARPT. WE WERE GIVEN RWY 36L, AND WHEN ON A 110 DEG HDG, WE WERE GIVEN A TURN TO 030 DEGS AND 4000'. AT ABOUT 060 DEGS IN THE TURN, I STOPPED THE TURN DUE TO A WDB AT OUR 9 O'CLOCK POS AND THE SAME ALT. I FELT THAT HE WAS ALREADY TOO CLOSE (2.5-3 MI), AND THAT I WOULD DEFINITELY BE TOO CLOSE IF I CONTINUED THE TURN TO 030 DEGS. AT THIS TIME THE CTLR ASKED IF WE WOULD TAKE 36R FOR LNDG (WE SAID OK), AND HE CLRED US FOR A VIS. SEEMS HE SHOULD HAVE DONE THAT IN THE FIRST PLACE, AND IT WOULD HAVE PREVENTED A LOT OF VECTORING AND WHAT I CONSIDER INADEQUATE SEP FROM A HVY ACFT.
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.