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Light transport landing on runway 36L at clt is almost upset when it passes behind an large transport beginning takeoff on runway 5.
| Attributes | |
| ACN | 257857 |
| Time | |
| Date | 199311 |
| Day | Thu |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : clt |
| State Reference | NC |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Dawn |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | Part 135 |
| Flight Phase | landing other |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : commercial pilot : cfi |
| Experience | flight time last 90 days : 280 flight time total : 7100 flight time type : 5000 |
| ASRS Report | 257857 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | other anomaly |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : regained aircraft control |
| Consequence | other |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | other |
| Situations | |
| ATC Facility | procedure or policy : unspecified |
Narrative:
Arrival ATIS gave NOTAM to 'caution for jetblast aircraft departing runway 5.' charlotte was landing 36L and 36R. On short final the first officer and myself noticed an large transport taxiing onto runway 5. Approach and landing to runway 36L was normal. During the roll out the first officer stated the grass was blowing which clued us that the jet was pwred up. Upon landing our aircraft had slowed to about 90 KTS when we entered the blast from the right. The right wing raised up putting the plane in about a 5 degree to 10 degree left bank and it wxvaned into the blast about 10 to 15 degrees to the right from runway heading. Full right aileron, left rudder and left tiller were applied to correct the aircraft but as suddenly as we had entered the blast we exited with full control deflection causing us to suddenly yaw the opposite direction. With no accident the aircraft was brought under control with some distress to passenger and pilots. In my opinion there is no way to prepare for this type of situation. To my knowledge the aircraft is not designed to handle a short term hard blast from the side and I know of no type of training that can prepare a pilot for the event. Also the departing jet was on a different tower frequency so the only way we knew that he was pwred up was by the blowing grass. In low visibility conditions, we surely could not have seen him. The only guaranteed safe way of handling the situation is if the approaching pilot even suspects the aircraft on runway 5 is departing would be to go ahead and initiate a go around. We were fortunate that we passed through the blast safely, but I believe if there had been a larger aircraft, large transport or widebody transport, we could possibly have rolled over. There is an accident waiting to happen if this practice is not stopped. The corrective actions would be to stagger the departures and arrs on runway 5 and 36L or eliminate departures on runway 5 and just use runways 36L and 36R.
Original NASA ASRS Text
Title: LTT LNDG ON RWY 36L AT CLT IS ALMOST UPSET WHEN IT PASSES BEHIND AN LGT BEGINNING TKOF ON RWY 5.
Narrative: ARR ATIS GAVE NOTAM TO 'CAUTION FOR JETBLAST ACFT DEPARTING RWY 5.' CHARLOTTE WAS LNDG 36L AND 36R. ON SHORT FINAL THE FO AND MYSELF NOTICED AN LGT TAXIING ONTO RWY 5. APCH AND LNDG TO RWY 36L WAS NORMAL. DURING THE ROLL OUT THE FO STATED THE GRASS WAS BLOWING WHICH CLUED US THAT THE JET WAS PWRED UP. UPON LNDG OUR ACFT HAD SLOWED TO ABOUT 90 KTS WHEN WE ENTERED THE BLAST FROM THE R. THE R WING RAISED UP PUTTING THE PLANE IN ABOUT A 5 DEG TO 10 DEG L BANK AND IT WXVANED INTO THE BLAST ABOUT 10 TO 15 DEGS TO THE R FROM RWY HDG. FULL R AILERON, L RUDDER AND L TILLER WERE APPLIED TO CORRECT THE ACFT BUT AS SUDDENLY AS WE HAD ENTERED THE BLAST WE EXITED WITH FULL CTL DEFLECTION CAUSING US TO SUDDENLY YAW THE OPPOSITE DIRECTION. WITH NO ACCIDENT THE ACFT WAS BROUGHT UNDER CTL WITH SOME DISTRESS TO PAX AND PLTS. IN MY OPINION THERE IS NO WAY TO PREPARE FOR THIS TYPE OF SIT. TO MY KNOWLEDGE THE ACFT IS NOT DESIGNED TO HANDLE A SHORT TERM HARD BLAST FROM THE SIDE AND I KNOW OF NO TYPE OF TRAINING THAT CAN PREPARE A PLT FOR THE EVENT. ALSO THE DEPARTING JET WAS ON A DIFFERENT TWR FREQ SO THE ONLY WAY WE KNEW THAT HE WAS PWRED UP WAS BY THE BLOWING GRASS. IN LOW VISIBILITY CONDITIONS, WE SURELY COULD NOT HAVE SEEN HIM. THE ONLY GUARANTEED SAFE WAY OF HANDLING THE SIT IS IF THE APCHING PLT EVEN SUSPECTS THE ACFT ON RWY 5 IS DEPARTING WOULD BE TO GO AHEAD AND INITIATE A GAR. WE WERE FORTUNATE THAT WE PASSED THROUGH THE BLAST SAFELY, BUT I BELIEVE IF THERE HAD BEEN A LARGER ACFT, LGT OR WDB, WE COULD POSSIBLY HAVE ROLLED OVER. THERE IS AN ACCIDENT WAITING TO HAPPEN IF THIS PRACTICE IS NOT STOPPED. THE CORRECTIVE ACTIONS WOULD BE TO STAGGER THE DEPS AND ARRS ON RWY 5 AND 36L OR ELIMINATE DEPS ON RWY 5 AND JUST USE RWYS 36L AND 36R.
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.