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|
Attributes | |
ACN | 277350 |
Time | |
Date | 199407 |
Day | Mon |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : lgw |
State Reference | FO |
Altitude | msl bound lower : 800 msl bound upper : 800 |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Controlling Facilities | tower : lgw |
Operator | common carrier : air carrier |
Make Model Name | Commercial Fixed Wing |
Operating Under FAR Part | Part 121 |
Navigation In Use | Other |
Flight Phase | landing other |
Flight Plan | IFR |
Aircraft 2 | |
Operator | common carrier : air carrier |
Make Model Name | B747 Undifferentiated or Other Model |
Operating Under FAR Part | Part 121 |
Navigation In Use | Other Other |
Flight Phase | climbout : takeoff |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Qualification | pilot : flight engineer pilot : atp |
Experience | flight time last 90 days : 225 flight time total : 4500 flight time type : 1050 |
ASRS Report | 277350 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : atp |
Events | |
Anomaly | conflict : airborne less severe other anomaly other |
Independent Detector | other flight crewa |
Resolutory Action | controller : issued new clearance other other |
Consequence | faa : reviewed incident with flight crew |
Supplementary | |
Primary Problem | ATC Human Performance |
Air Traffic Incident | other |
Narrative:
On approach to runway 8R at gatwick international airport, uk. Altitude less than 800 ft MSL. Tower had cleared a 747 for departure prior to our landing. With less than 3 mi to touchdown the 747 had not commenced a takeoff roll. The captain and I decided that this was not enough separation from the departing heavy 747. We advised the tower we were executing a go around. Our initial instructions were to climb runway heading to 2000 ft (publication). We were then instructed this would have been a 270 degree turn. I asked the tower to confirm he wanted a 'left turn' to 180 degrees. He responded affirmative 'left' to 180 degrees. As we were concerned with our flight path and the departing 747 we elected to execute the turn without further questions. It was clear, VFR and nothing showing on the TCASII. We were handed over to approach control who asked what heading we were going to. We were instructed to stop our turn at 240 degrees. We were subsequently vectored back for an uneventful landing. Upon taxi in, tower requested we call the watch supervisor. The captain discussed the go around with the supervisor who informed him that they routinely cleared planes to land within 3 mi of a departing heavy aircraft. The captain and I both felt that a 747 created too much potential turbulence to land that close behind, especially in a light wind situation. (Less than 5 KTS). The supervisor then told us he was going to file a flight violation because we had turned the wrong way on the go around. He said we had been instructed to turn 'right' to 180 degrees. Subsequent investigation and playback of the tower tapes confirmed we had indeed been instructed turn 'left' as we had indicated. There was never any traffic conflict that we were aware of. This whole episode could be avoided with specific guidance as to landing separation for a departing heavy jet as with that of an arriving heavy jet.
Original NASA ASRS Text
Title: WDB CLRED TO LAND BEHIND WDB DETERMINES NOT COMFORTABLE WITH SEPARATION. MAKES GAR.
Narrative: ON APCH TO RWY 8R AT GATWICK INTL ARPT, UK. ALT LESS THAN 800 FT MSL. TWR HAD CLRED A 747 FOR DEP PRIOR TO OUR LNDG. WITH LESS THAN 3 MI TO TOUCHDOWN THE 747 HAD NOT COMMENCED A TKOF ROLL. THE CAPT AND I DECIDED THAT THIS WAS NOT ENOUGH SEPARATION FROM THE DEPARTING HVY 747. WE ADVISED THE TWR WE WERE EXECUTING A GAR. OUR INITIAL INSTRUCTIONS WERE TO CLB RWY HDG TO 2000 FT (PUB). WE WERE THEN INSTRUCTED THIS WOULD HAVE BEEN A 270 DEG TURN. I ASKED THE TWR TO CONFIRM HE WANTED A 'L TURN' TO 180 DEGS. HE RESPONDED AFFIRMATIVE 'L' TO 180 DEGS. AS WE WERE CONCERNED WITH OUR FLT PATH AND THE DEPARTING 747 WE ELECTED TO EXECUTE THE TURN WITHOUT FURTHER QUESTIONS. IT WAS CLR, VFR AND NOTHING SHOWING ON THE TCASII. WE WERE HANDED OVER TO APCH CTL WHO ASKED WHAT HDG WE WERE GOING TO. WE WERE INSTRUCTED TO STOP OUR TURN AT 240 DEGS. WE WERE SUBSEQUENTLY VECTORED BACK FOR AN UNEVENTFUL LNDG. UPON TAXI IN, TWR REQUESTED WE CALL THE WATCH SUPVR. THE CAPT DISCUSSED THE GAR WITH THE SUPVR WHO INFORMED HIM THAT THEY ROUTINELY CLRED PLANES TO LAND WITHIN 3 MI OF A DEPARTING HVY ACFT. THE CAPT AND I BOTH FELT THAT A 747 CREATED TOO MUCH POTENTIAL TURB TO LAND THAT CLOSE BEHIND, ESPECIALLY IN A LIGHT WIND SIT. (LESS THAN 5 KTS). THE SUPVR THEN TOLD US HE WAS GOING TO FILE A FLT VIOLATION BECAUSE WE HAD TURNED THE WRONG WAY ON THE GAR. HE SAID WE HAD BEEN INSTRUCTED TO TURN 'R' TO 180 DEGS. SUBSEQUENT INVESTIGATION AND PLAYBACK OF THE TWR TAPES CONFIRMED WE HAD INDEED BEEN INSTRUCTED TURN 'L' AS WE HAD INDICATED. THERE WAS NEVER ANY TFC CONFLICT THAT WE WERE AWARE OF. THIS WHOLE EPISODE COULD BE AVOIDED WITH SPECIFIC GUIDANCE AS TO LNDG SEPARATION FOR A DEPARTING HVY JET AS WITH THAT OF AN ARRIVING HVY JET.
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.