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A DC9 captain allows the first officer to get into a destabilized approach which sets off the GPWS due to the high sink rate established to reacquire the ILS GS. The inexperienced lead flight attendant, upon hearing the GPWS warning, shouts to the passenger to get into a 'crash position.' captain allows approach to continue to landing.
| Attributes | |
| ACN | 430106 |
| Time | |
| Date | 199903 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : dtw.airport |
| State Reference | MI |
| Altitude | agl single value : 1200 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : dtw.tower |
| Operator | common carrier : air carrier |
| Make Model Name | DC-9 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 3r |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : multi engine |
| Experience | flight time last 90 days : 100 flight time total : 10000 flight time type : 1000 |
| ASRS Report | 430106 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : instrument pilot : commercial |
| Events | |
| Anomaly | non adherence : company policies non adherence other other anomaly other spatial deviation |
| Independent Detector | aircraft equipment : gpws other flight crewa other flight crewb other other : 4 |
| Resolutory Action | flight crew : became reoriented flight crew : overrode automation flight crew : returned to intended course |
| Consequence | other other |
| Supplementary | |
| Problem Areas | Cabin Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
I allowed the first officer (PF) to get above the correct glide path. He made a proper correction to get back on the path, but the GPWS was triggered and commanded an aural and visual pull-up. We were still quite high (1000-1200 ft) and I allowed him to continue the approach because he corrected to a slower descent and the GPWS was back to normal. A safe and normal landing was made. Unfortunately, the inexperienced lead flight attendant heard the 'pull-up' and began shouting to the passenger to get in the crash position. Next time, I'm giving the go around command! Not because I felt the final approach and landing unsafe, but my crew and passenger were put under duress for a short period of time.
Original NASA ASRS Text
Title: A DC9 CAPT ALLOWS THE FO TO GET INTO A DESTABILIZED APCH WHICH SETS OFF THE GPWS DUE TO THE HIGH SINK RATE ESTABLISHED TO REACQUIRE THE ILS GS. THE INEXPERIENCED LEAD FLT ATTENDANT, UPON HEARING THE GPWS WARNING, SHOUTS TO THE PAX TO GET INTO A 'CRASH POS.' CAPT ALLOWS APCH TO CONTINUE TO LNDG.
Narrative: I ALLOWED THE FO (PF) TO GET ABOVE THE CORRECT GLIDE PATH. HE MADE A PROPER CORRECTION TO GET BACK ON THE PATH, BUT THE GPWS WAS TRIGGERED AND COMMANDED AN AURAL AND VISUAL PULL-UP. WE WERE STILL QUITE HIGH (1000-1200 FT) AND I ALLOWED HIM TO CONTINUE THE APCH BECAUSE HE CORRECTED TO A SLOWER DSCNT AND THE GPWS WAS BACK TO NORMAL. A SAFE AND NORMAL LNDG WAS MADE. UNFORTUNATELY, THE INEXPERIENCED LEAD FLT ATTENDANT HEARD THE 'PULL-UP' AND BEGAN SHOUTING TO THE PAX TO GET IN THE CRASH POS. NEXT TIME, I'M GIVING THE GAR COMMAND! NOT BECAUSE I FELT THE FINAL APCH AND LNDG UNSAFE, BUT MY CREW AND PAX WERE PUT UNDER DURESS FOR A SHORT PERIOD OF TIME.
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.