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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Flight crew of a B757-200 departed on a charter flight without the destination airport sids and stars (it would be round-trip). They were able to obtain required fix information from ATC and the balance upon landing for the return flight.
| Attributes | |
| ACN | 361330 |
| Time | |
| Date | 199702 |
| Day | Sat |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | msl bound lower : 11000 msl bound upper : 37000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | artcc : zmp tracon : msp |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | climbout : intermediate altitude descent other |
| Route In Use | arrival other arrival star : star departure other enroute airway : zmp enroute airway : msp |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | other other : other pilot : atp pilot : cfi pilot : flight engineer |
| Experience | flight time last 90 days : 59 flight time total : 15000 flight time type : 2000 |
| ASRS Report | 361330 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Lax/msp round-trip charter we were assigned this charter. No charter kit was given to either of us and we did not check because both city's approach plates were on our eastern united states (commercial binders. En route, we realized company had not given us the full msp set, only the airport diagram and approach plates, no sids or stars. We advised center, but also advised that we had the routing data on the redwood falls 2 arrival. This was after ZMP had authority/authorized after redwood falls VOR, the redwood falls 2 arrival then direct msp. He advised us of the one expected 11000 ft crossing restr. He advised us that it would then be radar vectors to final. We accepted the arrival after verifying all intxns and crossing restrs. We accepted because, 1) they were extremely busy and needed us on the routing, 2) he had given us the full routing to copy and follow, 3) it was in our database, 4) it would be radar vectors after the final crossing point as depicted. We followed the routing and descent, though we need a vector at redwood falls to comply with our 11000 ft crossing restr. On the ground we notified dispatch of our problem and they faxed us the minneapolis 5 SID departure. 1) problems -- complacency, never assume because you are going to an on-line airport that all applicable charts have been given to you. Verify, especially if it's an airport not frequented by your aircraft, which minneapolis is not. 2) advise ATC immediately (which we did) and get a full routing clearance to follow. We would not have accepted if all intxns were not in the database.
Original NASA ASRS Text
Title: FLC OF A B757-200 DEPARTED ON A CHARTER FLT WITHOUT THE DEST ARPT SIDS AND STARS (IT WOULD BE ROUND-TRIP). THEY WERE ABLE TO OBTAIN REQUIRED FIX INFO FROM ATC AND THE BAL UPON LNDG FOR THE RETURN FLT.
Narrative: LAX/MSP ROUND-TRIP CHARTER WE WERE ASSIGNED THIS CHARTER. NO CHARTER KIT WAS GIVEN TO EITHER OF US AND WE DID NOT CHK BECAUSE BOTH CITY'S APCH PLATES WERE ON OUR EASTERN UNITED STATES (COMMERCIAL BINDERS. ENRTE, WE REALIZED COMPANY HAD NOT GIVEN US THE FULL MSP SET, ONLY THE ARPT DIAGRAM AND APCH PLATES, NO SIDS OR STARS. WE ADVISED CTR, BUT ALSO ADVISED THAT WE HAD THE ROUTING DATA ON THE REDWOOD FALLS 2 ARR. THIS WAS AFTER ZMP HAD AUTH AFTER REDWOOD FALLS VOR, THE REDWOOD FALLS 2 ARR THEN DIRECT MSP. HE ADVISED US OF THE ONE EXPECTED 11000 FT XING RESTR. HE ADVISED US THAT IT WOULD THEN BE RADAR VECTORS TO FINAL. WE ACCEPTED THE ARR AFTER VERIFYING ALL INTXNS AND XING RESTRS. WE ACCEPTED BECAUSE, 1) THEY WERE EXTREMELY BUSY AND NEEDED US ON THE ROUTING, 2) HE HAD GIVEN US THE FULL ROUTING TO COPY AND FOLLOW, 3) IT WAS IN OUR DATABASE, 4) IT WOULD BE RADAR VECTORS AFTER THE FINAL XING POINT AS DEPICTED. WE FOLLOWED THE ROUTING AND DSCNT, THOUGH WE NEED A VECTOR AT REDWOOD FALLS TO COMPLY WITH OUR 11000 FT XING RESTR. ON THE GND WE NOTIFIED DISPATCH OF OUR PROB AND THEY FAXED US THE MINNEAPOLIS 5 SID DEP. 1) PROBS -- COMPLACENCY, NEVER ASSUME BECAUSE YOU ARE GOING TO AN ON-LINE ARPT THAT ALL APPLICABLE CHARTS HAVE BEEN GIVEN TO YOU. VERIFY, ESPECIALLY IF IT'S AN ARPT NOT FREQUENTED BY YOUR ACFT, WHICH MINNEAPOLIS IS NOT. 2) ADVISE ATC IMMEDIATELY (WHICH WE DID) AND GET A FULL ROUTING CLRNC TO FOLLOW. WE WOULD NOT HAVE ACCEPTED IF ALL INTXNS WERE NOT IN THE DATABASE.
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.