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An air carrier crew was issued an approach for which it was not legal for their CAT D aircraft. As they had the runway in sight, they landed safely.
| Attributes | |
| ACN | 225751 |
| Time | |
| Date | 199211 |
| Day | Tue |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : dfw |
| State Reference | TX |
| Altitude | msl bound lower : 2000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : dfw tower : dfw |
| Operator | common carrier : air carrier |
| Make Model Name | Widebody, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach |
| Route In Use | arrival other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | observation : company check pilot |
| Qualification | pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 180 flight time total : 17190 flight time type : 2300 |
| ASRS Report | 225751 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | non adherence : far other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
It was a thunderstorm infested evening, heavy traffic and busy frequencys. I was giving the captain a line check. The crew just penetrated a line of WX, was given a holding clearance and handed off to approach. Approach cancelled holding and gave them vectors to an arrival for dfw. Vectors were assigned off an intersection on the arrival for an approach for ILS 18R. ATIS said to expect ILS's to 17L, 18R and 13R. Crew briefed 18R ILS and be ready for a switch to 13R ILS. As crew approached the vector intersection, a new vector was given along with a descent and a handoff. New controller gave a further descent and said this is now for 13R ILS to intercept the localizer. Aircraft almost overshot localizer before frequency change to 13R could be made. A tight turn on was made while descending out of 5000 ft for 3000 ft and slowing from 210 to 170 KTS. Crew discovered they were about 4 mi from the FAF for ILS 13R. A quick mini brief was made for the approach. Crew was asked their airspeed to confirm their slowing and was given a handoff to tower about 1 1/2-2 mi from GS intercept. New frequency was busy and aircraft started down the GS. At about 2300 ft, crew got a response from tower who now cleared them to land on 13R using ILS 13R converging approach. Crew rapidly dug into their commercial approach plates and discovered that the approach was not authorized for a CAT D aircraft. First officer was flying and said he thought he had the runway in sight (at about 2000 ft, 4 mi). Captain said he had it also and they landed. This handling and lack of coordination by approach control was a nightmare. Crew went through 3 approachs between 9000 ft and 2500 ft. The last approach being assigned essentially at the marker. Our flight standards department receives numerous complaints about dfw concerning 'slam dunk' approachs and last min runway changes or approach changes. Someone is going to get killed if this policy is not corrected. Even a great crew can get set up with this type of handling.
Original NASA ASRS Text
Title: AN ACR CREW WAS ISSUED AN APCH FOR WHICH IT WAS NOT LEGAL FOR THEIR CAT D ACFT. AS THEY HAD THE RWY IN SIGHT, THEY LANDED SAFELY.
Narrative: IT WAS A TSTM INFESTED EVENING, HVY TFC AND BUSY FREQS. I WAS GIVING THE CAPT A LINE CHK. THE CREW JUST PENETRATED A LINE OF WX, WAS GIVEN A HOLDING CLRNC AND HANDED OFF TO APCH. APCH CANCELLED HOLDING AND GAVE THEM VECTORS TO AN ARR FOR DFW. VECTORS WERE ASSIGNED OFF AN INTXN ON THE ARR FOR AN APCH FOR ILS 18R. ATIS SAID TO EXPECT ILS'S TO 17L, 18R AND 13R. CREW BRIEFED 18R ILS AND BE READY FOR A SWITCH TO 13R ILS. AS CREW APCHED THE VECTOR INTXN, A NEW VECTOR WAS GIVEN ALONG WITH A DSCNT AND A HDOF. NEW CTLR GAVE A FURTHER DSCNT AND SAID THIS IS NOW FOR 13R ILS TO INTERCEPT THE LOC. ACFT ALMOST OVERSHOT LOC BEFORE FREQ CHANGE TO 13R COULD BE MADE. A TIGHT TURN ON WAS MADE WHILE DSNDING OUT OF 5000 FT FOR 3000 FT AND SLOWING FROM 210 TO 170 KTS. CREW DISCOVERED THEY WERE ABOUT 4 MI FROM THE FAF FOR ILS 13R. A QUICK MINI BRIEF WAS MADE FOR THE APCH. CREW WAS ASKED THEIR AIRSPD TO CONFIRM THEIR SLOWING AND WAS GIVEN A HDOF TO TWR ABOUT 1 1/2-2 MI FROM GS INTERCEPT. NEW FREQ WAS BUSY AND ACFT STARTED DOWN THE GS. AT ABOUT 2300 FT, CREW GOT A RESPONSE FROM TWR WHO NOW CLRED THEM TO LAND ON 13R USING ILS 13R CONVERGING APCH. CREW RAPIDLY DUG INTO THEIR COMMERCIAL APCH PLATES AND DISCOVERED THAT THE APCH WAS NOT AUTHORIZED FOR A CAT D ACFT. FO WAS FLYING AND SAID HE THOUGHT HE HAD THE RWY IN SIGHT (AT ABOUT 2000 FT, 4 MI). CAPT SAID HE HAD IT ALSO AND THEY LANDED. THIS HANDLING AND LACK OF COORD BY APCH CTL WAS A NIGHTMARE. CREW WENT THROUGH 3 APCHS BTWN 9000 FT AND 2500 FT. THE LAST APCH BEING ASSIGNED ESSENTIALLY AT THE MARKER. OUR FLT STANDARDS DEPT RECEIVES NUMEROUS COMPLAINTS ABOUT DFW CONCERNING 'SLAM DUNK' APCHS AND LAST MIN RWY CHANGES OR APCH CHANGES. SOMEONE IS GOING TO GET KILLED IF THIS POLICY IS NOT CORRECTED. EVEN A GREAT CREW CAN GET SET UP WITH THIS TYPE OF HANDLING.
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.