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Large transport overshoots localizer on parallel approach resulting in medium large transport making a go around.
| Attributes | |
| ACN | 175448 |
| Time | |
| Date | 199104 |
| Day | Mon |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : iah |
| State Reference | TX |
| Altitude | msl bound lower : 2000 msl bound upper : 2000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : iah |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other |
| Flight Phase | descent : approach |
| Route In Use | approach : straight in |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Large Transport, Low Wing, 3 Turbojet Eng |
| Flight Phase | descent : approach |
| Route In Use | 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 : 150 flight time total : 7600 flight time type : 230 |
| ASRS Report | 175448 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 12000 flight time type : 7000 |
| ASRS Report | 174855 |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : clearance non adherence : published procedure other spatial deviation |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | flight crew : took evasive action |
| Consequence | Other |
| Miss Distance | horizontal : 200 vertical : 1000 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
While on approach to runway 26 at iah, an large transport turning for the runway 27 approach overshot the localizer and flew over the top of our medium large transport. The traffic was pointed out to us by approach control, we got a visibility on the large transport. The large transport moved over the top of us, and I could see it in my eyebrow window. Lateral movement of the large transport appeared to stop then slowly drift right. At this time the TCAS system activated and advised (RA) to 'monitor vertical speed' by holding altitude. At this time the large transport was still holding position, then appeared to continue slowly drifting right. I did not like the situation and told the captain, 'let's get out of here.' he said that was a good idea. Since the large transport had drifted to the right, and we assumed would descend, I turned the medium large transport left to get out of the way. This action took us toward the us 27 localizer, but the captain cleared the turn and said no aircraft were close. At this time TCAS once again activated, and told us to 'descend! Descend!' TCAS commanded a 2000 FPM rate of descent. Since we were at 2000', I increased the rate of turn and began a slower than 2000 FPM rate of descent. These actions put us in conflict with approach, he wanted to know what was going on. We told him, but he didn't see the situation as serious as did the captain and myself. Once clear of the large transport we were vectored around for the ILS 26 approach and landed west/O incident. I don't feel that ATC thought there was a problem at all. Although there was 1000' sep between airplanes, it appeared much closer. I didn't feel we had the time to ask around to everyone involved what was going on and what they were going to do. Events were happening quickly, then TCAS went off. I felt it was better to get out and try again. The large transport had already made an error, we didn't want to wait for another one.
Original NASA ASRS Text
Title: LGT OVERSHOOTS LOC ON PARALLEL APCH RESULTING IN MLG MAKING A GO AROUND.
Narrative: WHILE ON APCH TO RWY 26 AT IAH, AN LGT TURNING FOR THE RWY 27 APCH OVERSHOT THE LOC AND FLEW OVER THE TOP OF OUR MLG. THE TFC WAS POINTED OUT TO US BY APCH CTL, WE GOT A VIS ON THE LGT. THE LGT MOVED OVER THE TOP OF US, AND I COULD SEE IT IN MY EYEBROW WINDOW. LATERAL MOVEMENT OF THE LGT APPEARED TO STOP THEN SLOWLY DRIFT R. AT THIS TIME THE TCAS SYS ACTIVATED AND ADVISED (RA) TO 'MONITOR VERT SPD' BY HOLDING ALT. AT THIS TIME THE LGT WAS STILL HOLDING POSITION, THEN APPEARED TO CONTINUE SLOWLY DRIFTING R. I DID NOT LIKE THE SITUATION AND TOLD THE CAPT, 'LET'S GET OUT OF HERE.' HE SAID THAT WAS A GOOD IDEA. SINCE THE LGT HAD DRIFTED TO THE R, AND WE ASSUMED WOULD DSND, I TURNED THE MLG L TO GET OUT OF THE WAY. THIS ACTION TOOK US TOWARD THE US 27 LOC, BUT THE CAPT CLRED THE TURN AND SAID NO ACFT WERE CLOSE. AT THIS TIME TCAS ONCE AGAIN ACTIVATED, AND TOLD US TO 'DSND! DSND!' TCAS COMMANDED A 2000 FPM RATE OF DSNT. SINCE WE WERE AT 2000', I INCREASED THE RATE OF TURN AND BEGAN A SLOWER THAN 2000 FPM RATE OF DSNT. THESE ACTIONS PUT US IN CONFLICT WITH APCH, HE WANTED TO KNOW WHAT WAS GOING ON. WE TOLD HIM, BUT HE DIDN'T SEE THE SITUATION AS SERIOUS AS DID THE CAPT AND MYSELF. ONCE CLR OF THE LGT WE WERE VECTORED AROUND FOR THE ILS 26 APCH AND LANDED W/O INCIDENT. I DON'T FEEL THAT ATC THOUGHT THERE WAS A PROB AT ALL. ALTHOUGH THERE WAS 1000' SEP BTWN AIRPLANES, IT APPEARED MUCH CLOSER. I DIDN'T FEEL WE HAD THE TIME TO ASK AROUND TO EVERYONE INVOLVED WHAT WAS GOING ON AND WHAT THEY WERE GOING TO DO. EVENTS WERE HAPPENING QUICKLY, THEN TCAS WENT OFF. I FELT IT WAS BETTER TO GET OUT AND TRY AGAIN. THE LGT HAD ALREADY MADE AN ERROR, WE DIDN'T WANT TO WAIT FOR ANOTHER ONE.
Data retrieved from NASA's ASRS site as of July 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.