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2 air carrier lgts fouled up their traffic patterns, and the other aircraft's patterns at the same time.
| Attributes | |
| ACN | 262945 |
| Time | |
| Date | 199401 |
| Day | Mon |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | agl bound lower : 200 agl bound upper : 200 |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tower : msp |
| Operator | common carrier : air carrier |
| Make Model Name | B727 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing : go around other |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | B727 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing : go around other |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : second officer |
| Qualification | pilot : flight engineer pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 6400 flight time type : 2400 |
| ASRS Report | 262945 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : less severe altitude deviation : undershoot conflict : airborne less severe non adherence : clearance non adherence : required legal separation other spatial deviation |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation other |
Narrative:
On visual runway 23L at msp, at 200 ft AGL, the GPWS 'terrain' warning sounded. Captain initiated go around. Msp tower vectored us for ILS 23L. After running all normal and abnormal checklists, we were satisfied that the airplane had been properly configured. During the running of the checklists, it became apparent that the captain was distracted in his flying duties by the abnormal. I noticed that the captain might overshoot the localizer as I had a visual on runway 23L. By the time the captain reacted to this information, we had encroached on the localizer for runway 23R. Air carrier Y, who was established on the runway 23R localizer, had to go around. By now, the GPWS terrain warning was again sounding, but a normal landing on 23L was executed. Numerous checklist and aural warning distrs allowed us to be distracted from the primary task of flying the airplane. Supplemental information from acn 262944: we were kept high until we were very close to the airport, 6000 ft at 10 mi. We were unfamiliar with the area, we were not ready. We were still clean, 250 KTS. As we were cleared for the visual approach to runway 29R, we realized that s-turns on final would be necessary. We asked for a 360 degree turn to the left. What we did not know was that there was air carrier X on the approach to 29L, which had previously missed due to a GPWS problem, and which was not responding to approach control very well. We were in conflict with this aircraft and were issued instructions to turn right and climb. We came back around and made an uneventful landing. This situation would have been helped if we had paid more attention to our situation -- more situational awareness.
Original NASA ASRS Text
Title: 2 ACR LGTS FOULED UP THEIR TFC PATTERNS, AND THE OTHER ACFT'S PATTERNS AT THE SAME TIME.
Narrative: ON VISUAL RWY 23L AT MSP, AT 200 FT AGL, THE GPWS 'TERRAIN' WARNING SOUNDED. CAPT INITIATED GAR. MSP TWR VECTORED US FOR ILS 23L. AFTER RUNNING ALL NORMAL AND ABNORMAL CHKLISTS, WE WERE SATISFIED THAT THE AIRPLANE HAD BEEN PROPERLY CONFIGURED. DURING THE RUNNING OF THE CHKLISTS, IT BECAME APPARENT THAT THE CAPT WAS DISTRACTED IN HIS FLYING DUTIES BY THE ABNORMAL. I NOTICED THAT THE CAPT MIGHT OVERSHOOT THE LOC AS I HAD A VISUAL ON RWY 23L. BY THE TIME THE CAPT REACTED TO THIS INFO, WE HAD ENCROACHED ON THE LOC FOR RWY 23R. ACR Y, WHO WAS ESTABLISHED ON THE RWY 23R LOC, HAD TO GAR. BY NOW, THE GPWS TERRAIN WARNING WAS AGAIN SOUNDING, BUT A NORMAL LNDG ON 23L WAS EXECUTED. NUMEROUS CHKLIST AND AURAL WARNING DISTRS ALLOWED US TO BE DISTRACTED FROM THE PRIMARY TASK OF FLYING THE AIRPLANE. SUPPLEMENTAL INFO FROM ACN 262944: WE WERE KEPT HIGH UNTIL WE WERE VERY CLOSE TO THE ARPT, 6000 FT AT 10 MI. WE WERE UNFAMILIAR WITH THE AREA, WE WERE NOT READY. WE WERE STILL CLEAN, 250 KTS. AS WE WERE CLRED FOR THE VISUAL APCH TO RWY 29R, WE REALIZED THAT S-TURNS ON FINAL WOULD BE NECESSARY. WE ASKED FOR A 360 DEG TURN TO THE L. WHAT WE DID NOT KNOW WAS THAT THERE WAS ACR X ON THE APCH TO 29L, WHICH HAD PREVIOUSLY MISSED DUE TO A GPWS PROB, AND WHICH WAS NOT RESPONDING TO APCH CTL VERY WELL. WE WERE IN CONFLICT WITH THIS ACFT AND WERE ISSUED INSTRUCTIONS TO TURN R AND CLB. WE CAME BACK AROUND AND MADE AN UNEVENTFUL LNDG. THIS SIT WOULD HAVE BEEN HELPED IF WE HAD PAID MORE ATTN TO OUR SIT -- MORE SITUATIONAL AWARENESS.
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.