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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Attributes | |
ACN | 390344 |
Time | |
Date | 199801 |
Day | Sun |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : dtw |
State Reference | MI |
Altitude | agl bound lower : 0 agl bound upper : 0 |
Environment | |
Flight Conditions | IMC |
Light | Night |
Aircraft 1 | |
Controlling Facilities | tower : yyz |
Operator | common carrier : air carrier |
Make Model Name | B747-100 |
Operating Under FAR Part | Part 121 |
Flight Phase | landing other |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : flight engineer pilot : commercial pilot : atp pilot : instrument |
Experience | flight time last 90 days : 180 flight time total : 23000 flight time type : 8000 |
ASRS Report | 390344 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Qualification | pilot : instrument pilot : flight engineer pilot : commercial pilot : atp |
Experience | flight time last 90 days : 200 flight time total : 8000 flight time type : 1700 |
ASRS Report | 390342 |
Events | |
Anomaly | aircraft equipment problem : less severe non adherence : published procedure other anomaly other anomaly other other anomaly other |
Independent Detector | other flight crewa |
Resolutory Action | none taken : detected after the fact |
Consequence | Other |
Supplementary | |
Primary Problem | Flight Crew Human Performance |
Air Traffic Incident | Pilot Deviation other |
Narrative:
Landing short runway 3R at dtw, #1 radar altimeter was inoperative, causing the flare tones and GS warning of the GPWS to be inoperative. The approach was rushed due to a close turn-on that was overshot requiring a 120 degree turn back to final. Radar vector had us on a 90 degree intercept to final. Minimum WX conditions should have a long final, 8-10 mi, so aircraft could be stabilized on final and so autoplt and autoland could be used. Supplemental information from acn 390342: en route to dtw captain radio altimeter was giving false indications at FL370 resulting in GPWS pull up warning. Pulled captain radio altimeter circuit breaker (reviewed MEL) causing GPWS and flare tones to be inoperative. At decision ht still on GS, on glide path, I called 'minimums' followed shortly by 'runway in sight' (saw green runway end lights). Captain called 'landing.' we were slightly left, I watched the captain correct, at 100 ft to touchdown I called 'we're low,' we touched down slightly left of centerline and early (with no captain radio altimeter, GPWS and flare tones were inoperative). Rollout and all engine indications were normal. With no GPWS, no below GS warnings available. Also this was a 150 ft wide runway, we normally land on wider runways, a narrow runway would give the appearance of being higher. Supplemental information from acn 390345: during an ILS approach to minimums, the captain lost control of the aircraft below 200 ft AGL decision ht. He went below the GS and to the left of course. The landing was hard and short. We destroyed threshold lights and runway lights. No damage to aircraft. The GPWS was not working. The flight director was used and the approach was hand flown.
Original NASA ASRS Text
Title: AN ACR B747 FLC TOUCHED DOWN SHORT OF THE THRESHOLD DESTROYING A NUMBER OF LIGHTS, BUT WITH NO INJURIES OR DAMAGE TO THE ACFT.
Narrative: LNDG SHORT RWY 3R AT DTW, #1 RADAR ALTIMETER WAS INOP, CAUSING THE FLARE TONES AND GS WARNING OF THE GPWS TO BE INOP. THE APCH WAS RUSHED DUE TO A CLOSE TURN-ON THAT WAS OVERSHOT REQUIRING A 120 DEG TURN BACK TO FINAL. RADAR VECTOR HAD US ON A 90 DEG INTERCEPT TO FINAL. MINIMUM WX CONDITIONS SHOULD HAVE A LONG FINAL, 8-10 MI, SO ACFT COULD BE STABILIZED ON FINAL AND SO AUTOPLT AND AUTOLAND COULD BE USED. SUPPLEMENTAL INFO FROM ACN 390342: ENRTE TO DTW CAPT RADIO ALTIMETER WAS GIVING FALSE INDICATIONS AT FL370 RESULTING IN GPWS PULL UP WARNING. PULLED CAPT RADIO ALTIMETER CIRCUIT BREAKER (REVIEWED MEL) CAUSING GPWS AND FLARE TONES TO BE INOP. AT DECISION HT STILL ON GS, ON GLIDE PATH, I CALLED 'MINIMUMS' FOLLOWED SHORTLY BY 'RWY IN SIGHT' (SAW GREEN RWY END LIGHTS). CAPT CALLED 'LNDG.' WE WERE SLIGHTLY L, I WATCHED THE CAPT CORRECT, AT 100 FT TO TOUCHDOWN I CALLED 'WE'RE LOW,' WE TOUCHED DOWN SLIGHTLY L OF CTRLINE AND EARLY (WITH NO CAPT RADIO ALTIMETER, GPWS AND FLARE TONES WERE INOP). ROLLOUT AND ALL ENG INDICATIONS WERE NORMAL. WITH NO GPWS, NO BELOW GS WARNINGS AVAILABLE. ALSO THIS WAS A 150 FT WIDE RWY, WE NORMALLY LAND ON WIDER RWYS, A NARROW RWY WOULD GIVE THE APPEARANCE OF BEING HIGHER. SUPPLEMENTAL INFO FROM ACN 390345: DURING AN ILS APCH TO MINIMUMS, THE CAPT LOST CTL OF THE ACFT BELOW 200 FT AGL DECISION HT. HE WENT BELOW THE GS AND TO THE L OF COURSE. THE LNDG WAS HARD AND SHORT. WE DESTROYED THRESHOLD LIGHTS AND RWY LIGHTS. NO DAMAGE TO ACFT. THE GPWS WAS NOT WORKING. THE FLT DIRECTOR WAS USED AND THE APCH WAS HAND FLOWN.
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.