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Air carrier medium large transport captain's complaint that ATC clearance allowed them to exit the TCA while being vectored for ILS back course approach to clt runway 23.
| Attributes | |
| ACN | 193612 |
| Time | |
| Date | 199111 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : clt |
| State Reference | NC |
| Altitude | msl bound lower : 2700 msl bound upper : 3200 |
| 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 other |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| 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 : 4000 |
| ASRS Report | 193612 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Events | |
| Anomaly | non adherence : published procedure other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | none taken : anomaly accepted other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Operating flight from lga to charlotte. First officer flying. We were receiving radar vectors to a back course localizer runway 23 at charlotte, nc. Approach control cleared us to 2700 ft MSL. At approximately 3200 ft MSL approach advised us 'you are leaving the TCA and reentering the TCA.' my perceptions are that in a radar environment when cooperation is the key factor in flight safety it might be beneficial not to give a clearance that might place an aircraft in a compromising position. There is no doubt in my mind that I am the captain and it was my responsibility to stay in the TCA. However, a little assistance in not putting me in a situation for a potential conflict would have been appreciated. After all clt is just one of many airports that I operate in daily. Whereas the staff of an approach control is very aware of their TCA and its boundaries.
Original NASA ASRS Text
Title: ACR MLG CAPT'S COMPLAINT THAT ATC CLRNC ALLOWED THEM TO EXIT THE TCA WHILE BEING VECTORED FOR ILS BACK COURSE APCH TO CLT RWY 23.
Narrative: OPERATING FLT FROM LGA TO CHARLOTTE. FO FLYING. WE WERE RECEIVING RADAR VECTORS TO A BACK COURSE LOC RWY 23 AT CHARLOTTE, NC. APCH CTL CLRED US TO 2700 FT MSL. AT APPROX 3200 FT MSL APCH ADVISED US 'YOU ARE LEAVING THE TCA AND REENTERING THE TCA.' MY PERCEPTIONS ARE THAT IN A RADAR ENVIRONMENT WHEN COOPERATION IS THE KEY FACTOR IN FLT SAFETY IT MIGHT BE BENEFICIAL NOT TO GIVE A CLRNC THAT MIGHT PLACE AN ACFT IN A COMPROMISING POS. THERE IS NO DOUBT IN MY MIND THAT I AM THE CAPT AND IT WAS MY RESPONSIBILITY TO STAY IN THE TCA. HOWEVER, A LITTLE ASSISTANCE IN NOT PUTTING ME IN A SITUATION FOR A POTENTIAL CONFLICT WOULD HAVE BEEN APPRECIATED. AFTER ALL CLT IS JUST ONE OF MANY ARPTS THAT I OPERATE IN DAILY. WHEREAS THE STAFF OF AN APCH CTL IS VERY AWARE OF THEIR TCA AND ITS BOUNDARIES.
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.