Captain of an MD88 became disoriented during a visual approach resulting in a minimum safe altitude warning issued by approach control.

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Attributes
ACN	465746
Time
Date	200003
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : msp.airport
State Reference	MN
Altitude	agl bound lower : 1000 agl bound upper : 1200
Environment
Flight Conditions	Marginal
Weather Elements	other
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : m98.tracon
Operator	common carrier : air carrier
Make Model Name	MD-88
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 12r
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 50 flight time total : 5000 flight time type : 1500
ASRS Report	465746
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Events
Anomaly	inflight encounter : weather other anomaly other other spatial deviation other spatial deviation
Independent Detector	atc equipment : msaw other controllera
Resolutory Action	controller : issued alert flight crew : became reoriented flight crew : returned to intended or assigned course none taken : anomaly accepted
Supplementary
Problem Areas	Flight Crew Human Performance Weather
Primary Problem	Flight Crew Human Performance

Narrative:

Was asked to reduce speed following a heavy DC10 and report the field in sight for a visual approach to msp runway 12R. First officer stated he saw the field ahead and we accepted a visual approach. Conditions were very hazy and I thought I saw the field ahead, however the localizer showed we were right of course. I felt, due to the distance from the airport, we were on a shallow intercept and opted to maintain this shallow intercept (due to B727 traffic, which I had visually to runway 12L). As we continued what appeared to be a normal descent, visually, I noted we were drifting further below GS and not closing on the localizer course inbound. The first officer asked if I saw the airport to the left and I realized I was looking at something other than runway 12R or msp. The tower (approach) called a low altitude alert and I noted my radar altitude was still about 1000 ft as we corrected left to final. I should have remained on my original intercept heading until established on the ILS inbound. Haze and visual approachs just don't go together.

Original NASA ASRS Text

Title: CAPT OF AN MD88 BECAME DISORIENTED DURING A VISUAL APCH RESULTING IN A MINIMUM SAFE ALT WARNING ISSUED BY APCH CTL.

Narrative: WAS ASKED TO REDUCE SPD FOLLOWING A HVY DC10 AND RPT THE FIELD IN SIGHT FOR A VISUAL APCH TO MSP RWY 12R. FO STATED HE SAW THE FIELD AHEAD AND WE ACCEPTED A VISUAL APCH. CONDITIONS WERE VERY HAZY AND I THOUGHT I SAW THE FIELD AHEAD, HOWEVER THE LOC SHOWED WE WERE R OF COURSE. I FELT, DUE TO THE DISTANCE FROM THE ARPT, WE WERE ON A SHALLOW INTERCEPT AND OPTED TO MAINTAIN THIS SHALLOW INTERCEPT (DUE TO B727 TFC, WHICH I HAD VISUALLY TO RWY 12L). AS WE CONTINUED WHAT APPEARED TO BE A NORMAL DSCNT, VISUALLY, I NOTED WE WERE DRIFTING FURTHER BELOW GS AND NOT CLOSING ON THE LOC COURSE INBOUND. THE FO ASKED IF I SAW THE ARPT TO THE L AND I REALIZED I WAS LOOKING AT SOMETHING OTHER THAN RWY 12R OR MSP. THE TWR (APCH) CALLED A LOW ALT ALERT AND I NOTED MY RADAR ALT WAS STILL ABOUT 1000 FT AS WE CORRECTED L TO FINAL. I SHOULD HAVE REMAINED ON MY ORIGINAL INTERCEPT HEADING UNTIL ESTABLISHED ON THE ILS INBOUND. HAZE AND VISUAL APCHS JUST DON'T GO TOGETHER.

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.