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An air carrier FK10 flight crew is concerned that their comments about the approach WX may be interpretation in such a way that they will be accused of going below the category I decision ht before acquiring the proper visual references.
| Attributes | |
| ACN | 380030 |
| Time | |
| Date | 199709 |
| Day | Mon |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : mem |
| State Reference | TN |
| Altitude | agl bound lower : 100 agl bound upper : 200 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tower : mem |
| Operator | common carrier : air carrier |
| Make Model Name | Fokker 100 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other 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 |
| Experience | flight time last 90 days : 200 flight time total : 10000 flight time type : 3200 |
| ASRS Report | 380030 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : private pilot : instrument pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 215 flight time total : 4400 flight time type : 2000 |
| ASRS Report | 380027 |
| Events | |
| Anomaly | inflight encounter : weather other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Weather |
| Air Traffic Incident | other |
Narrative:
We approached mem on the marve 1 arrival and were told to expect the ILS approach to runway 36R. The WX was reported to be 200 ft broken and 8 mi visibility on the ATIS. After checking in with approach control we were told the visibility was 6 mi. We were vectored for the ILS runway 36R approach, cleared for the approach and told to contact tower. Just outside the marker the tower reported the visibility to be 1 mi. We continued the approach and picked up the approach lighting system prior to decision ht and broke completely out of the clouds with the entire runway in sight at approximately 100 ft. After clearing the runway we told the tower we broke out at 100 ft. After further discussion we thought that statement might have led someone to believe we went below decision ht without the proper visual cues for the landing. That was not the case as we had the approach lighting system in sight well before the decision ht.
Original NASA ASRS Text
Title: AN ACR FK10 FLC IS CONCERNED THAT THEIR COMMENTS ABOUT THE APCH WX MAY BE INTERP IN SUCH A WAY THAT THEY WILL BE ACCUSED OF GOING BELOW THE CATEGORY I DECISION HT BEFORE ACQUIRING THE PROPER VISUAL REFS.
Narrative: WE APCHED MEM ON THE MARVE 1 ARR AND WERE TOLD TO EXPECT THE ILS APCH TO RWY 36R. THE WX WAS RPTED TO BE 200 FT BROKEN AND 8 MI VISIBILITY ON THE ATIS. AFTER CHKING IN WITH APCH CTL WE WERE TOLD THE VISIBILITY WAS 6 MI. WE WERE VECTORED FOR THE ILS RWY 36R APCH, CLRED FOR THE APCH AND TOLD TO CONTACT TWR. JUST OUTSIDE THE MARKER THE TWR RPTED THE VISIBILITY TO BE 1 MI. WE CONTINUED THE APCH AND PICKED UP THE APCH LIGHTING SYS PRIOR TO DECISION HT AND BROKE COMPLETELY OUT OF THE CLOUDS WITH THE ENTIRE RWY IN SIGHT AT APPROX 100 FT. AFTER CLRING THE RWY WE TOLD THE TWR WE BROKE OUT AT 100 FT. AFTER FURTHER DISCUSSION WE THOUGHT THAT STATEMENT MIGHT HAVE LED SOMEONE TO BELIEVE WE WENT BELOW DECISION HT WITHOUT THE PROPER VISUAL CUES FOR THE LNDG. THAT WAS NOT THE CASE AS WE HAD THE APCH LIGHTING SYS IN SIGHT WELL BEFORE THE DECISION HT.
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.