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An air carrier MD90 flight crew overshot their turn to final approach and got a TCASII RA from a parallel C208.
| Attributes | |
| ACN | 373940 |
| Time | |
| Date | 199707 |
| Day | Wed |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : slc |
| State Reference | UT |
| Altitude | msl bound lower : 8000 msl bound upper : 8000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : slc |
| Operator | common carrier : air carrier |
| Make Model Name | MD-90-30 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach other |
| Route In Use | approach : visual enroute : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Caravan 1 208A |
| Operating Under FAR Part | Part 135 |
| Flight Phase | descent : approach other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : instrument pilot : commercial pilot : atp |
| Experience | flight time last 90 days : 90 flight time total : 8000 flight time type : 2000 |
| ASRS Report | 373940 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial |
| Events | |
| Anomaly | conflict : airborne less severe other anomaly other other spatial deviation |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa other other : unspecified |
| Resolutory Action | flight crew : took evasive action other |
| Consequence | Other |
| Miss Distance | horizontal : 3000 vertical : 100 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
We were on vectors for a visual approach to runway 16R at slc. Entry was a 90 degree to downwind. We were kept high on downwind due to other traffic. Clearance was given to descend from 12000 ft to 10000 ft, then a frequency change was given for approach control. Airspeed was 210 KIAS, slats and flaps 11 degrees. Approach control then cleared us to 8000 ft right turn from 330 degrees to 080 degrees. In the turn to base approach control asked if we had the airport and traffic on approach to runway 16L. The copilot said he had the airport and I saw the traffic on runway 16L. I reported the same to approach and we were cleared for the visual to runway 16R. As I looked from the traffic to the airport I realized we were significantly overshooting final. I told the copilot to tighten up the turn, he said he was at almost 30 degrees of bank. I looked back for the traffic and the TCASII RA 'climb' warning sounded. I could not find the traffic as we were banked up. I told the copilot to climb. TCASII indicated aircraft at 8:30 to 9 O'clock at -100 ft. I am not sure of the distance, but I think it was inside the smallest circle with TCASII on 10 mi scale. I never regained sight of aircraft after initiating climb, and turning back to final for runway 16R warning ceased. Controller then commented a caravan aircraft had us in sight also. I believe this situation could have been avoided had I briefed new copilot (first or second trip since IOE) on importance of slowing down on base. We were in a relatively steep descent, in a turn, high airspeed, high traffic and workload environment. Had we been slower, we probably would not have overshot final and the conflict would have been avoided.
Original NASA ASRS Text
Title: AN ACR MD90 FLC OVERSHOT THEIR TURN TO FINAL APCH AND GOT A TCASII RA FROM A PARALLEL C208.
Narrative: WE WERE ON VECTORS FOR A VISUAL APCH TO RWY 16R AT SLC. ENTRY WAS A 90 DEG TO DOWNWIND. WE WERE KEPT HIGH ON DOWNWIND DUE TO OTHER TFC. CLRNC WAS GIVEN TO DSND FROM 12000 FT TO 10000 FT, THEN A FREQ CHANGE WAS GIVEN FOR APCH CTL. AIRSPD WAS 210 KIAS, SLATS AND FLAPS 11 DEGS. APCH CTL THEN CLRED US TO 8000 FT R TURN FROM 330 DEGS TO 080 DEGS. IN THE TURN TO BASE APCH CTL ASKED IF WE HAD THE ARPT AND TFC ON APCH TO RWY 16L. THE COPLT SAID HE HAD THE ARPT AND I SAW THE TFC ON RWY 16L. I RPTED THE SAME TO APCH AND WE WERE CLRED FOR THE VISUAL TO RWY 16R. AS I LOOKED FROM THE TFC TO THE ARPT I REALIZED WE WERE SIGNIFICANTLY OVERSHOOTING FINAL. I TOLD THE COPLT TO TIGHTEN UP THE TURN, HE SAID HE WAS AT ALMOST 30 DEGS OF BANK. I LOOKED BACK FOR THE TFC AND THE TCASII RA 'CLB' WARNING SOUNDED. I COULD NOT FIND THE TFC AS WE WERE BANKED UP. I TOLD THE COPLT TO CLB. TCASII INDICATED ACFT AT 8:30 TO 9 O'CLOCK AT -100 FT. I AM NOT SURE OF THE DISTANCE, BUT I THINK IT WAS INSIDE THE SMALLEST CIRCLE WITH TCASII ON 10 MI SCALE. I NEVER REGAINED SIGHT OF ACFT AFTER INITIATING CLB, AND TURNING BACK TO FINAL FOR RWY 16R WARNING CEASED. CTLR THEN COMMENTED A CARAVAN ACFT HAD US IN SIGHT ALSO. I BELIEVE THIS SIT COULD HAVE BEEN AVOIDED HAD I BRIEFED NEW COPLT (FIRST OR SECOND TRIP SINCE IOE) ON IMPORTANCE OF SLOWING DOWN ON BASE. WE WERE IN A RELATIVELY STEEP DSCNT, IN A TURN, HIGH AIRSPD, HIGH TFC AND WORKLOAD ENVIRONMENT. HAD WE BEEN SLOWER, WE PROBABLY WOULD NOT HAVE OVERSHOT FINAL AND THE CONFLICT WOULD HAVE BEEN AVOIDED.
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.