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Potential conflict ensues when multiple aircraft equipment problems surface during an ILS approach procedure.
| Attributes | |
| ACN | 199474 |
| Time | |
| Date | 199201 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : pit |
| State Reference | PA |
| Altitude | msl bound lower : 2000 msl bound upper : 5000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : pit |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach landing : missed approach |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 120 flight time total : 9000 flight time type : 200 |
| ASRS Report | 199474 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 9000 flight time type : 1000 |
| ASRS Report | 199481 |
| Events | |
| Anomaly | aircraft equipment problem : less severe conflict : airborne less severe non adherence : required legal separation non adherence : clearance other spatial deviation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : exited adverse environment other |
| Consequence | Other |
| Miss Distance | horizontal : 3000 vertical : 500 |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Upon being cleared for the approach the aircraft was configured for a coupled approach. First officer ILS tuned and idented on 111.7. Mine on 112.0 (monitor VOR) for DME. The autoplt failed to capture the ILS as we ended up south for the approach. We corrected back to the right and ATC kept us at 5000 ft because of 28L traffic. After going back to the north to reintercept ILS 28R I switched to 111.7 and we both had a good center indication. On the descent, the autoplt/automatic throttle disconnected itself and we flew raw data on the approach. Both needles were off to the left again telling us we needed to correct again, GS information was good. As we approached the airport the needles on both HSI's went left to right to left very quickly. Following the needles, we found ourselves south of course again where ATC had us execute a missed approach as we got close, but still had legal separation on 28L traffic. Upon missed approach and intercepting now 28L localizer 108.9 only using automatic throttles, at OM, automatic throttles drove throttles to go around power on its own. All automated system were disconnected and the remainder of approach and landing was uneventful. Supplemental information from acn 199481: at about 800 ft while flying a manual ILS with snow all over the ground the captain stated he had the runway out his left side. I had drifted slightly left on the approach but elected to listen to him cause of the previous electronic difficulty we had. Also I was inside the cockpit flying manual without the runway in sight. It was going to take a lot of extra effort to get to the runway he pointed to and as I made a left turn and descended the approach controller instructed me to make an immediate right turn and climb. Simultaneously I was the first to recognize we were now headed for 28L. We never lost separation with a commuter aircraft for 28L but deviated enough from the 28L localizer to be given a go around by approach control.
Original NASA ASRS Text
Title: POTENTIAL CONFLICT ENSUES WHEN MULTIPLE ACFT EQUIP PROBLEMS SURFACE DURING AN ILS APCH PROC.
Narrative: UPON BEING CLRED FOR THE APCH THE ACFT WAS CONFIGURED FOR A COUPLED APCH. FO ILS TUNED AND IDENTED ON 111.7. MINE ON 112.0 (MONITOR VOR) FOR DME. THE AUTOPLT FAILED TO CAPTURE THE ILS AS WE ENDED UP S FOR THE APCH. WE CORRECTED BACK TO THE R AND ATC KEPT US AT 5000 FT BECAUSE OF 28L TFC. AFTER GOING BACK TO THE N TO REINTERCEPT ILS 28R I SWITCHED TO 111.7 AND WE BOTH HAD A GOOD CENTER INDICATION. ON THE DSCNT, THE AUTOPLT/AUTO THROTTLE DISCONNECTED ITSELF AND WE FLEW RAW DATA ON THE APCH. BOTH NEEDLES WERE OFF TO THE L AGAIN TELLING US WE NEEDED TO CORRECT AGAIN, GS INFO WAS GOOD. AS WE APCHED THE ARPT THE NEEDLES ON BOTH HSI'S WENT L TO R TO L VERY QUICKLY. FOLLOWING THE NEEDLES, WE FOUND OURSELVES S OF COURSE AGAIN WHERE ATC HAD US EXECUTE A MISSED APCH AS WE GOT CLOSE, BUT STILL HAD LEGAL SEPARATION ON 28L TFC. UPON MISSED APCH AND INTERCEPTING NOW 28L LOC 108.9 ONLY USING AUTO THROTTLES, AT OM, AUTO THROTTLES DROVE THROTTLES TO GAR PWR ON ITS OWN. ALL AUTOMATED SYS WERE DISCONNECTED AND THE REMAINDER OF APCH AND LNDG WAS UNEVENTFUL. SUPPLEMENTAL INFO FROM ACN 199481: AT ABOUT 800 FT WHILE FLYING A MANUAL ILS WITH SNOW ALL OVER THE GND THE CAPT STATED HE HAD THE RWY OUT HIS L SIDE. I HAD DRIFTED SLIGHTLY L ON THE APCH BUT ELECTED TO LISTEN TO HIM CAUSE OF THE PREVIOUS ELECTRONIC DIFFICULTY WE HAD. ALSO I WAS INSIDE THE COCKPIT FLYING MANUAL WITHOUT THE RWY IN SIGHT. IT WAS GOING TO TAKE A LOT OF EXTRA EFFORT TO GET TO THE RWY HE POINTED TO AND AS I MADE A L TURN AND DSNDED THE APCH CTLR INSTRUCTED ME TO MAKE AN IMMEDIATE R TURN AND CLB. SIMULTANEOUSLY I WAS THE FIRST TO RECOGNIZE WE WERE NOW HEADED FOR 28L. WE NEVER LOST SEPARATION WITH A COMMUTER ACFT FOR 28L BUT DEVIATED ENOUGH FROM THE 28L LOC TO BE GIVEN A GAR BY APCH CTL.
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.