Eflag. A B727-200 flight crew starts the approach to runway 29 ILS approach when only cleared for th...

Attributes
ACN	485460
Time
Date	200009
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : oak.airport
State Reference	CA
Altitude	msl single value : 4000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : o90.tracon
Operator	common carrier : air carrier
Make Model Name	B727-200
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 29 other vortac
Flight Phase	descent : vacating altitude
Route In Use	approach : instrument precision arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : o90.tracon
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise : level
Route In Use	enroute : on vectors
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 150 flight time total : 10000
ASRS Report	485460
Person 2
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : flight engineer pilot : multi engine pilot : atp
Experience	flight time last 90 days : 0 flight time total : 2500 flight time type : 0
ASRS Report	485457
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : nmac non adherence : clearance non adherence : required legal separation other anomaly other other spatial deviation
Independent Detector	aircraft equipment : tcas
Resolutory Action	flight crew : took evasive action
Consequence	faa : reviewed incident with flight crew
Miss Distance	vertical : 500
Supplementary
Problem Areas	Airspace Structure Environmental Factor Flight Crew Human Performance ATC Human Performance Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While IMC at 4000 ft on approach to oakland, we were given a 230 degree heading to intercept the runway 29 localizer. Because of the large intercept angle 230-294 degrees (64 degrees) and not wanting a big overshoot, the autoplt was disconnected. These parameters also exceed the autoplt's capabilities. The PNF was reading out radials from the oak VOR to aid the PF in the intercept. During the turn for the localizer, it was noticed we were beginning to go high on the GS. After a brief discussion in the cockpit, and also during a critical phase of the approach, it was decided that we were in fact cleared for the approach. The descent was started while initiating the turn to the other side of the localizer because of the overshoot. Converging traffic was noticed on TCASII before the RA was initiated. After following the RA and then hearing the 'clear of conflict,' we had a visual on oak runway 29. The approach and landing were continued visually for an uneventful landing at oakland. It was not until we vacated the plane and were in operations that we were contacted by ATC. It was during this time that we were told that we were never cleared for the approach. Factors: after months of flying visual approachs, this was the first instrument approach of the season. We were task saturated with all the concerns of the way the approach was being handled by ATC. Had the ATC controller told us he was going to take us through the localizer and keep us high on GS because of conflicting traffic, we would not have been put in this position. It was realized that when you're that busy you had probably missed a couple exchanges with ATC, so no one challenged for a confirmation. Perhaps, also, a feeling that we were approaching our home field and familiar territory that our guard was down. We were doing what we've done a hundred times before. Fatigue -- this particular trip involves a 30 hour time away. During these 30 hours, there is 17 hours of duty time and 11 hours of flight time. All this just barely staying within the 8 in 24 hours.

Original NASA ASRS Text

Title: EFLAG. A B727-200 FLC STARTS THE APCH TO RWY 29 ILS APCH WHEN ONLY CLRED FOR THE LOC INTERCEPT. IN DSCNT THEY RECEIVE AN RA FOR UNRPTED TFC 10 MI ESE OF OAK, CA.

Narrative: WHILE IMC AT 4000 FT ON APCH TO OAKLAND, WE WERE GIVEN A 230 DEG HDG TO INTERCEPT THE RWY 29 LOC. BECAUSE OF THE LARGE INTERCEPT ANGLE 230-294 DEGS (64 DEGS) AND NOT WANTING A BIG OVERSHOOT, THE AUTOPLT WAS DISCONNECTED. THESE PARAMETERS ALSO EXCEED THE AUTOPLT'S CAPABILITIES. THE PNF WAS READING OUT RADIALS FROM THE OAK VOR TO AID THE PF IN THE INTERCEPT. DURING THE TURN FOR THE LOC, IT WAS NOTICED WE WERE BEGINNING TO GO HIGH ON THE GS. AFTER A BRIEF DISCUSSION IN THE COCKPIT, AND ALSO DURING A CRITICAL PHASE OF THE APCH, IT WAS DECIDED THAT WE WERE IN FACT CLRED FOR THE APCH. THE DSCNT WAS STARTED WHILE INITIATING THE TURN TO THE OTHER SIDE OF THE LOC BECAUSE OF THE OVERSHOOT. CONVERGING TFC WAS NOTICED ON TCASII BEFORE THE RA WAS INITIATED. AFTER FOLLOWING THE RA AND THEN HEARING THE 'CLR OF CONFLICT,' WE HAD A VISUAL ON OAK RWY 29. THE APCH AND LNDG WERE CONTINUED VISUALLY FOR AN UNEVENTFUL LNDG AT OAKLAND. IT WAS NOT UNTIL WE VACATED THE PLANE AND WERE IN OPS THAT WE WERE CONTACTED BY ATC. IT WAS DURING THIS TIME THAT WE WERE TOLD THAT WE WERE NEVER CLRED FOR THE APCH. FACTORS: AFTER MONTHS OF FLYING VISUAL APCHS, THIS WAS THE FIRST INST APCH OF THE SEASON. WE WERE TASK SATURATED WITH ALL THE CONCERNS OF THE WAY THE APCH WAS BEING HANDLED BY ATC. HAD THE ATC CTLR TOLD US HE WAS GOING TO TAKE US THROUGH THE LOC AND KEEP US HIGH ON GS BECAUSE OF CONFLICTING TFC, WE WOULD NOT HAVE BEEN PUT IN THIS POS. IT WAS REALIZED THAT WHEN YOU'RE THAT BUSY YOU HAD PROBABLY MISSED A COUPLE EXCHANGES WITH ATC, SO NO ONE CHALLENGED FOR A CONFIRMATION. PERHAPS, ALSO, A FEELING THAT WE WERE APCHING OUR HOME FIELD AND FAMILIAR TERRITORY THAT OUR GUARD WAS DOWN. WE WERE DOING WHAT WE'VE DONE A HUNDRED TIMES BEFORE. FATIGUE -- THIS PARTICULAR TRIP INVOLVES A 30 HR TIME AWAY. DURING THESE 30 HRS, THERE IS 17 HRS OF DUTY TIME AND 11 HRS OF FLT TIME. ALL THIS JUST BARELY STAYING WITHIN THE 8 IN 24 HRS.

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.

Eflag. A B727-200 flight crew starts the approach to runway 29 ILS approach when only cleared for the localizer intercept. In descent they receive an RA for unrpted traffic 10 mi ese of oak, ca.