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Flight crew of an medium large transport overshot final during a visual approach resulting in less than standard separation with another aircraft on approach to a parallel runway.
| Attributes | |
| ACN | 326183 |
| Time | |
| Date | 199601 |
| Day | Thu |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : mco |
| State Reference | FL |
| Altitude | msl bound lower : 3000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : mco |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach descent other |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | other other : other pilot : flight engineer pilot : instrument pilot : atp |
| Experience | flight time last 90 days : 120 flight time total : 4700 flight time type : 1000 |
| ASRS Report | 326183 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : critical conflict : airborne less severe non adherence : required legal separation other anomaly other other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | flight crew : returned to intended course or assigned course none taken : detected after the fact other |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 3000 vertical : 100 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
It was a clear day, arrival into mco. We had previously lost quantity in right hydraulic system during cruise from ewr to mco. Captain was flying airplane. We still had enough hydraulics to configure and briefed we would drop gear and flaps early. With autoplt engaged we were cleared to intercept the runway 17 localizer from the northeast. I was running the checklist and configuring the aircraft but I did notice that the captain had armed the ILS for the intercept. Just outside the runway 17 middle marker, approach told us to turn back left to intercept (we overshot final) and if we had a small twin in sight that was on the runway 18L approach. The captain (who was watching me configure the aircraft) immediately disconnected the autoplt and turned left to intercept runway 17. I looked out and saw the twin on runway 18L. There seemed to me to be ample separation. We never received a TA or any other TCASII warning. The approach was continued and completed without further incident. The captain called approach control and was told we got within 1/2 mi of the twin (100 ft vertical). The hydraulic problem was a contributing factor (taking the captain's attention away from the approach) but the autoplt should have intercepted the course, for it was armed. The overshoot was not that great and I had the twin in sight the whole time. Approach control did say that as far as they were concerned the matter was closed, and there would be no further action.
Original NASA ASRS Text
Title: FLC OF AN MLG OVERSHOT FINAL DURING A VISUAL APCH RESULTING IN LTSS WITH ANOTHER ACFT ON APCH TO A PARALLEL RWY.
Narrative: IT WAS A CLR DAY, ARR INTO MCO. WE HAD PREVIOUSLY LOST QUANTITY IN R HYD SYS DURING CRUISE FROM EWR TO MCO. CAPT WAS FLYING AIRPLANE. WE STILL HAD ENOUGH HYDS TO CONFIGURE AND BRIEFED WE WOULD DROP GEAR AND FLAPS EARLY. WITH AUTOPLT ENGAGED WE WERE CLRED TO INTERCEPT THE RWY 17 LOC FROM THE NE. I WAS RUNNING THE CHKLIST AND CONFIGURING THE ACFT BUT I DID NOTICE THAT THE CAPT HAD ARMED THE ILS FOR THE INTERCEPT. JUST OUTSIDE THE RWY 17 MIDDLE MARKER, APCH TOLD US TO TURN BACK L TO INTERCEPT (WE OVERSHOT FINAL) AND IF WE HAD A SMALL TWIN IN SIGHT THAT WAS ON THE RWY 18L APCH. THE CAPT (WHO WAS WATCHING ME CONFIGURE THE ACFT) IMMEDIATELY DISCONNECTED THE AUTOPLT AND TURNED L TO INTERCEPT RWY 17. I LOOKED OUT AND SAW THE TWIN ON RWY 18L. THERE SEEMED TO ME TO BE AMPLE SEPARATION. WE NEVER RECEIVED A TA OR ANY OTHER TCASII WARNING. THE APCH WAS CONTINUED AND COMPLETED WITHOUT FURTHER INCIDENT. THE CAPT CALLED APCH CTL AND WAS TOLD WE GOT WITHIN 1/2 MI OF THE TWIN (100 FT VERT). THE HYD PROB WAS A CONTRIBUTING FACTOR (TAKING THE CAPT'S ATTN AWAY FROM THE APCH) BUT THE AUTOPLT SHOULD HAVE INTERCEPTED THE COURSE, FOR IT WAS ARMED. THE OVERSHOOT WAS NOT THAT GREAT AND I HAD THE TWIN IN SIGHT THE WHOLE TIME. APCH CTL DID SAY THAT AS FAR AS THEY WERE CONCERNED THE MATTER WAS CLOSED, AND THERE WOULD BE NO FURTHER ACTION.
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.