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First officer stop ILS approach and climbed in response to a GPWS warning. After stopping the climb, when the warning ceased, a return to the ILS was made and a successful ILS approach was completed. Flight crew vertical visibility and other flight instruments indicated that the warning was false!
| Attributes | |
| ACN | 352930 |
| Time | |
| Date | 199611 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : dfw |
| State Reference | TX |
| Altitude | msl bound lower : 2300 msl bound upper : 3500 |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : dfw artcc : muha |
| Operator | common carrier : air carrier |
| Make Model Name | Fokker 100 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| ASRS Report | 352930 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : less severe other anomaly other other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : returned to intended course or assigned course flight crew : took evasive action |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
Location: 10 DME runway 17C. Aircraft was descending from 4000 ft MSL with clearance to 2300 ft until established on runway 17C localizer. Aircraft was established on localizer. Descending through 3000 ft MSL and below GS GPWS sounded -- too low terrain -- twice. First officer was flying and executed evasive maneuver immediately by applying maximum power and climbing. We climbed through GS to approximately 3500 ft MSL. GPWS stopped and we continued approach with vertical visibility and other flight instruments clearly indicating GPWS was a fault. Captain's radar altimeter indicated 0 remainder of flight. First officer's RA indicated normal. During initial climb, captain notified approach ATC of altitude deviation but ATC was very busy and did not respond. We then switched to tower and landed without incident. We were in and out of clouds and when GPWS occurred -- first officer reacted immediately and appropriately. I believe this immediate response is due in part to our constant training for this situation in the schoolhouse.
Original NASA ASRS Text
Title: FO STOP ILS APCH AND CLBED IN RESPONSE TO A GPWS WARNING. AFTER STOPPING THE CLB, WHEN THE WARNING CEASED, A RETURN TO THE ILS WAS MADE AND A SUCCESSFUL ILS APCH WAS COMPLETED. FLC VERT VISIBILITY AND OTHER FLT INSTS INDICATED THAT THE WARNING WAS FALSE!
Narrative: LOCATION: 10 DME RWY 17C. ACFT WAS DSNDING FROM 4000 FT MSL WITH CLRNC TO 2300 FT UNTIL ESTABLISHED ON RWY 17C LOC. ACFT WAS ESTABLISHED ON LOC. DSNDING THROUGH 3000 FT MSL AND BELOW GS GPWS SOUNDED -- TOO LOW TERRAIN -- TWICE. FO WAS FLYING AND EXECUTED EVASIVE MANEUVER IMMEDIATELY BY APPLYING MAX PWR AND CLBING. WE CLBED THROUGH GS TO APPROX 3500 FT MSL. GPWS STOPPED AND WE CONTINUED APCH WITH VERT VISIBILITY AND OTHER FLT INSTS CLRLY INDICATING GPWS WAS A FAULT. CAPT'S RADAR ALTIMETER INDICATED 0 REMAINDER OF FLT. FO'S RA INDICATED NORMAL. DURING INITIAL CLB, CAPT NOTIFIED APCH ATC OF ALTDEV BUT ATC WAS VERY BUSY AND DID NOT RESPOND. WE THEN SWITCHED TO TWR AND LANDED WITHOUT INCIDENT. WE WERE IN AND OUT OF CLOUDS AND WHEN GPWS OCCURRED -- FO REACTED IMMEDIATELY AND APPROPRIATELY. I BELIEVE THIS IMMEDIATE RESPONSE IS DUE IN PART TO OUR CONSTANT TRAINING FOR THIS SIT IN THE SCHOOLHOUSE.
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.