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Medium large transport air carrier flight crew overshoots atl runway 8L when attempting to turn, intercept, slow, and look for traffic while descending through WX.
| Attributes | |
| ACN | 509270 |
| Time | |
| Date | 200104 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : atl.airport |
| State Reference | GA |
| Altitude | msl single value : 3900 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 21000 flight time type : 5000 |
| ASRS Report | 509270 |
| Events | |
| Anomaly | inflight encounter : weather non adherence : clearance other spatial deviation |
| Resolutory Action | controller : issued alert controller : issued new clearance flight crew : returned to intended or assigned course flight crew : became reoriented |
| Supplementary | |
| Problem Areas | Weather Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
ATC cleared us to intercept the final approach course to runway 8L atl from a 130 degree heading. We were passing through 5000 ft on our way down to 3700 ft as cleared. Speed was 250 KTS, and we were told to slow to 180 KTS to maintain spacing on a heavy aircraft 6 mi ahead. I was completing approach checklist. Captain leveled aircraft to try to slow faster. ILS arm was selected, however, neither one of us verified it armed. We caught a glimpse of the heavy as we broke out of the clouds. As I completed checklist, controller advised us we deviated well south of the runway 8L final. I noticed the captain was already correcting with a 30 degree bank. Controller issued a correction heading. Captain reintercepted and rest of approach and landing were normal. No traffic conflict occurred to our knowledge. I believe the problem arose from trying to accomplish too many items at once -- slow, descend, intercept, look for traffic, run checklist, etc. Perhaps a remedy would be not to accept the approach clearance if it is questionable. Better monitoring on my part would also help. A prime example that monitoring is just as important as flying.
Original NASA ASRS Text
Title: MLG ACR FLT CREW OVERSHOOTS ATL RWY 8L WHEN ATTEMPTING TO TURN, INTERCEPT, SLOW, AND LOOK FOR TFC WHILE DSNDING THROUGH WX.
Narrative: ATC CLRED US TO INTERCEPT THE FINAL APCH COURSE TO RWY 8L ATL FROM A 130 DEG HDG. WE WERE PASSING THROUGH 5000 FT ON OUR WAY DOWN TO 3700 FT AS CLRED. SPD WAS 250 KTS, AND WE WERE TOLD TO SLOW TO 180 KTS TO MAINTAIN SPACING ON A HVY ACFT 6 MI AHEAD. I WAS COMPLETING APCH CHKLIST. CAPT LEVELED ACFT TO TRY TO SLOW FASTER. ILS ARM WAS SELECTED, HOWEVER, NEITHER ONE OF US VERIFIED IT ARMED. WE CAUGHT A GLIMPSE OF THE HVY AS WE BROKE OUT OF THE CLOUDS. AS I COMPLETED CHKLIST, CTLR ADVISED US WE DEVIATED WELL S OF THE RWY 8L FINAL. I NOTICED THE CAPT WAS ALREADY CORRECTING WITH A 30 DEG BANK. CTLR ISSUED A CORRECTION HDG. CAPT REINTERCEPTED AND REST OF APCH AND LNDG WERE NORMAL. NO TFC CONFLICT OCCURRED TO OUR KNOWLEDGE. I BELIEVE THE PROB AROSE FROM TRYING TO ACCOMPLISH TOO MANY ITEMS AT ONCE -- SLOW, DSND, INTERCEPT, LOOK FOR TFC, RUN CHKLIST, ETC. PERHAPS A REMEDY WOULD BE NOT TO ACCEPT THE APCH CLRNC IF IT IS QUESTIONABLE. BETTER MONITORING ON MY PART WOULD ALSO HELP. A PRIME EXAMPLE THAT MONITORING IS JUST AS IMPORTANT AS FLYING.
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.