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A false GS was flown on ILS runway 23L at ind in spite of ATC suggestion that a vector to rejoin might be prudent. The vector was refused twice until GS was lost and visual conditions were encountered and the rejoin of the proper GS was made soon enough to land in the touchdown zone.
| Attributes | |
| ACN | 522450 |
| Time | |
| Date | 200108 |
| Day | Thu |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : ind.airport |
| State Reference | IN |
| Altitude | msl single value : 5000 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Dusk |
| Aircraft 1 | |
| Controlling Facilities | tower : ind.tower |
| Operator | common carrier : air taxi |
| Make Model Name | Super King Air 200 HDC |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : multi engine pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 90 flight time total : 2400 flight time type : 200 |
| ASRS Report | 522450 |
| Events | |
| Anomaly | non adherence : published procedure other anomaly |
| Resolutory Action | none taken : anomaly accepted |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
On ILS runway 23L coupled autoplt approach at ind. ATC asked for best forward speed (approximately weldo intersection) join runway 23L localizer descend and maintain 5000 ft (from 7000 ft) upon joining localizer autoplt captured. While descending the GS captured, autoplt now was following both vertical and horizontal guidance. ATC asked several (2) times if I would like a 360 degree turn to rejoin. I declined. My copilot had ground contact. Still IMC, I continued to the OM. At the OM GS fell off. ATC asked again for a turn to rejoin, I declined. At this point, I realized I had a false GS. I continued visually to rejoin the GS but did not inform ATC that I was VMC. I had an abnormal approach descent rate to rejoin the GS. During this time I was VMC. I landed within the touchdown zone and made a safe and normal rollout. Speed, distance and altitude contributed false GS and abnormal descent to rejoin GS. Safety was not compromised. A descent at flight idle flaps and gear increased drag to rejoin GS.
Original NASA ASRS Text
Title: A FALSE GS WAS FLOWN ON ILS RWY 23L AT IND IN SPITE OF ATC SUGGESTION THAT A VECTOR TO REJOIN MIGHT BE PRUDENT. THE VECTOR WAS REFUSED TWICE UNTIL GS WAS LOST AND VISUAL CONDITIONS WERE ENCOUNTERED AND THE REJOIN OF THE PROPER GS WAS MADE SOON ENOUGH TO LAND IN THE TOUCHDOWN ZONE.
Narrative: ON ILS RWY 23L COUPLED AUTOPLT APCH AT IND. ATC ASKED FOR BEST FORWARD SPD (APPROX WELDO INTXN) JOIN RWY 23L LOC DSND AND MAINTAIN 5000 FT (FROM 7000 FT) UPON JOINING LOC AUTOPLT CAPTURED. WHILE DSNDING THE GS CAPTURED, AUTOPLT NOW WAS FOLLOWING BOTH VERT AND HORIZ GUIDANCE. ATC ASKED SEVERAL (2) TIMES IF I WOULD LIKE A 360 DEG TURN TO REJOIN. I DECLINED. MY COPLT HAD GND CONTACT. STILL IMC, I CONTINUED TO THE OM. AT THE OM GS FELL OFF. ATC ASKED AGAIN FOR A TURN TO REJOIN, I DECLINED. AT THIS POINT, I REALIZED I HAD A FALSE GS. I CONTINUED VISUALLY TO REJOIN THE GS BUT DID NOT INFORM ATC THAT I WAS VMC. I HAD AN ABNORMAL APCH DSCNT RATE TO REJOIN THE GS. DURING THIS TIME I WAS VMC. I LANDED WITHIN THE TOUCHDOWN ZONE AND MADE A SAFE AND NORMAL ROLLOUT. SPD, DISTANCE AND ALT CONTRIBUTED FALSE GS AND ABNORMAL DSCNT TO REJOIN GS. SAFETY WAS NOT COMPROMISED. A DSCNT AT FLT IDLE FLAPS AND GEAR INCREASED DRAG TO REJOIN GS.
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.