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An air carrier flight crew reported electing to continue approach and land despite close interval spacing of departing traffic on the same runway.
| Attributes | |
| ACN | 1336722 |
| Time | |
| Date | 201603 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | SDF.Airport |
| State Reference | KY |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Widebody Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Route In Use | Other Controlled |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Medium Large Transport Low Wing 2 Turbojet Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 30 Flight Crew Total 9500 Flight Crew Type 3000 |
| Person 2 | |
| Function | Pilot Not Flying First Officer |
| Experience | Flight Crew Last 90 Days 35 Flight Crew Total 3300 Flight Crew Type 285 |
| Events | |
| Anomaly | Conflict Airborne Conflict Deviation - Procedural Published Material / Policy Inflight Event / Encounter Unstabilized Approach Inflight Event / Encounter Weather / Turbulence |
Narrative:
During arrival into sdf; we requested deviation right of course to avoid an area of buildups. Upon contacting approach control; they advised us of a [wide body aircraft] windshear (ws) of minus 20kts on final about 200 plus feet; and that GA aircraft reported a loss of minus 5 kts as well. At approximately 7 mile final; tower cleared aircraft Y flight to take-off; 17R RNAV to leene; and cleared us to land. At about 1;000 feet agl; I reported the appch lights and runway in sight. I noticed a white light amidst a cloud of mist which must have been the aircraft Y flight on take-off roll. I immediately thought that it was going to be close as I had thought that aircraft Y was already airborne. Unfortunately it was not. At 500 foot call I thought to myself that we might need to go-around.... Followed by inputting a slightly less descent angle.I began to see the aircraft Y acft rotate and become airborne. There was about 10 seconds between aircraft Y liftoff and our wheels on the ground. I continued the approach as my mind was trying to calculate the possibilities of his takeoff RNAV to leene; my go-around (intercepting iiu 264 outbound) and how our flight paths were very similar. There was a small amount of time where I decided that landing the aircraft would be safer than two aircraft occupying the same space at the same time. I elected that the safest option would be to land the plane. During this phase of flight I exceeded the minimum 1;000 foot vsi to approximately 1;200 feet at the most; flared and landed the aircraft without incident. At this time; I received a 'sink rate; sink rate' call. Subsequent to my late decision that landing was more safe than a go-around; I estimate that I landed within 2;500 feet from threshold; and had at least 6;500 feet from runway remaining when speedbrakes extended was called. We landed and taxied in without incident.I think that tower was more surprised than we were as they asked us if there was any ws on final. Our response was that we didn't know; because we were watching the aircraft Y flight takeoff ahead of us....
Original NASA ASRS Text
Title: An air carrier flight crew reported electing to continue approach and land despite close interval spacing of departing traffic on the same runway.
Narrative: During arrival into SDF; we requested deviation right of course to avoid an area of buildups. Upon contacting approach control; they advised us of a [wide body aircraft] Windshear (WS) of minus 20kts on final about 200 plus feet; and that GA aircraft reported a loss of minus 5 kts as well. At approximately 7 mile final; tower cleared Aircraft Y flight to take-off; 17R RNAV to LEENE; and cleared us to land. At about 1;000 feet agl; I reported the appch lights and runway in sight. I noticed a white light amidst a cloud of mist which must have been the Aircraft Y flight on take-off roll. I immediately thought that it was going to be close as I had thought that Aircraft Y was already airborne. Unfortunately it was not. At 500 foot call I thought to myself that we might need to go-around.... Followed by inputting a slightly less descent angle.I began to see the Aircraft Y acft rotate and become airborne. There was about 10 seconds between Aircraft Y liftoff and our wheels on the ground. I continued the approach as my mind was trying to calculate the possibilities of his takeoff RNAV TO LEENE; my go-around (intercepting IIU 264 outbound) and how our flight paths were very similar. There was a small amount of time where I decided that landing the aircraft would be safer than two aircraft occupying the same space at the same time. I elected that the safest option would be to land the plane. During this phase of flight I exceeded the minimum 1;000 foot VSI to approximately 1;200 feet at the most; flared and landed the aircraft without incident. At this time; I received a 'Sink rate; Sink Rate' call. Subsequent to my late decision that landing was more safe than a go-around; I estimate that I landed within 2;500 feet from threshold; and had at least 6;500 feet from runway remaining when Speedbrakes extended was called. We landed and taxied in without incident.I think that tower was more surprised than we were as they asked us if there was any WS on final. Our response was that we didn't know; because we were watching the Aircraft Y flight takeoff ahead of us....
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.