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|
Attributes | |
ACN | 305576 |
Time | |
Date | 199505 |
Day | Tue |
Local Time Of Day | 0601 To 1200 |
Place | |
Locale Reference | airport : sfo |
State Reference | CA |
Altitude | msl bound lower : 100 msl bound upper : 1000 |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Controlling Facilities | tracon : sfo tower : sfo |
Operator | common carrier : air carrier |
Make Model Name | DC-10 Undifferentiated or Other Model |
Operating Under FAR Part | Part 121 |
Navigation In Use | Other |
Flight Phase | descent : approach landing other |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : atp pilot : flight engineer pilot : instrument pilot : commercial |
Experience | flight time last 90 days : 210 flight time total : 16000 flight time type : 800 |
ASRS Report | 305576 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : second officer |
Qualification | pilot : flight engineer pilot : atp |
Experience | flight time last 90 days : 240 flight time total : 9000 flight time type : 5000 |
ASRS Report | 305833 |
Events | |
Anomaly | other anomaly other other anomaly other |
Independent Detector | other flight crewa |
Resolutory Action | other |
Consequence | Other |
Supplementary | |
Primary Problem | Flight Crew Human Performance |
Air Traffic Incident | other |
Narrative:
Accepted a visual approach to runway 28R sfo at about 8 mi. Approach pointed out traffic on runway 28L and gave us a reduction in speed to 170 KTS. We slowed to minimum approach speed in attempt to remain behind and visual on traffic on runway 28L and it appeared we would be able to do that but at about 100 ft AGL we pulled along side the traffic on runway 28L and while I was able to maintain visual on traffic (from left seat, first officer flying the aircraft) at the last min on final we were not able to remain behind the aircraft on runway 28L. It should be noted that the other aircraft was a commuter type with a higher profile glide path and landing longer than we were, this helped us maintain visual longer than we could have normally. It is very difficult to maintain visual separation and judge closure rates on this approach, particularly with different aircraft types and different profiles to the runways. Under these circumstances I will be reluctant to accept a visual approach again. Considering the different speeds we should have had more separation when cleared for the approach and I should have recognized that earlier.
Original NASA ASRS Text
Title: PARALLEL APCHS. VISUAL SEPARATION DIFFICULT TO MAINTAIN UNTIL TOUCHDOWN.
Narrative: ACCEPTED A VISUAL APCH TO RWY 28R SFO AT ABOUT 8 MI. APCH POINTED OUT TFC ON RWY 28L AND GAVE US A REDUCTION IN SPD TO 170 KTS. WE SLOWED TO MINIMUM APCH SPD IN ATTEMPT TO REMAIN BEHIND AND VISUAL ON TFC ON RWY 28L AND IT APPEARED WE WOULD BE ABLE TO DO THAT BUT AT ABOUT 100 FT AGL WE PULLED ALONG SIDE THE TFC ON RWY 28L AND WHILE I WAS ABLE TO MAINTAIN VISUAL ON TFC (FROM L SEAT, FO FLYING THE ACFT) AT THE LAST MIN ON FINAL WE WERE NOT ABLE TO REMAIN BEHIND THE ACFT ON RWY 28L. IT SHOULD BE NOTED THAT THE OTHER ACFT WAS A COMMUTER TYPE WITH A HIGHER PROFILE GLIDE PATH AND LNDG LONGER THAN WE WERE, THIS HELPED US MAINTAIN VISUAL LONGER THAN WE COULD HAVE NORMALLY. IT IS VERY DIFFICULT TO MAINTAIN VISUAL SEPARATION AND JUDGE CLOSURE RATES ON THIS APCH, PARTICULARLY WITH DIFFERENT ACFT TYPES AND DIFFERENT PROFILES TO THE RWYS. UNDER THESE CIRCUMSTANCES I WILL BE RELUCTANT TO ACCEPT A VISUAL APCH AGAIN. CONSIDERING THE DIFFERENT SPDS WE SHOULD HAVE HAD MORE SEPARATION WHEN CLRED FOR THE APCH AND I SHOULD HAVE RECOGNIZED THAT EARLIER.
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.