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B-757-200 crew was advised of a tower reported microburst on the runway departure end, and on the landing runway. The crew ignored the warnings and continued the approach to landing.
| Attributes | |
| ACN | 549294 |
| Time | |
| Date | 200206 |
| Day | Sat |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : clt.airport |
| State Reference | NC |
| Environment | |
| Weather Elements | Thunderstorm other |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : clt.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : clt.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 240 flight time total : 12000 flight time type : 1600 |
| ASRS Report | 549294 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | inflight encounter : weather inflight encounter other non adherence : published procedure non adherence : company policies other anomaly other |
| Independent Detector | other controllera other flight crewa other flight crewb |
| Resolutory Action | controller : provided flight assist controller : issued alert none taken : anomaly accepted |
| Supplementary | |
| Problem Areas | Company Weather Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
While making approach to runway 36R at clt, we were advised of thunderstorm north to east of airport. Aircraft in front of us reported no windshear, so we continued our approach. After passing FAF, tower reported microburst on departure end of runway 36L, followed by microburst activity on runway 36R. With the runway in sight, and with the aircraft in a position to land, we continued our approach and made a normal landing, with no signs of windshear. After reviewing the events, I realized that without a doubt, a go around should have been executed after receiving reports of a microburst. If the captain was indecisive, I should have made the decision, but other factors prevented me from immediately making it. With convective WX to the north and east, the only direction we could have gone would have been to the west which would have taken us into the path of traffic arriving and departing runway 36L. At that point, late into the approach, it seemed like the best action was to land the aircraft on runway 36R. Other factors that had a bearing on my decision: last leg of a 4 day trip, 14 hour duty day. I have vowed not to put myself into that position again!
Original NASA ASRS Text
Title: B-757-200 CREW WAS ADVISED OF A TWR RPTED MICROBURST ON THE RWY DEP END, AND ON THE LNDG RWY. THE CREW IGNORED THE WARNINGS AND CONTINUED THE APCH TO LNDG.
Narrative: WHILE MAKING APCH TO RWY 36R AT CLT, WE WERE ADVISED OF TSTM N TO E OF ARPT. ACFT IN FRONT OF US RPTED NO WINDSHEAR, SO WE CONTINUED OUR APCH. AFTER PASSING FAF, TWR RPTED MICROBURST ON DEP END OF RWY 36L, FOLLOWED BY MICROBURST ACTIVITY ON RWY 36R. WITH THE RWY IN SIGHT, AND WITH THE ACFT IN A POS TO LAND, WE CONTINUED OUR APCH AND MADE A NORMAL LNDG, WITH NO SIGNS OF WINDSHEAR. AFTER REVIEWING THE EVENTS, I REALIZED THAT WITHOUT A DOUBT, A GAR SHOULD HAVE BEEN EXECUTED AFTER RECEIVING RPTS OF A MICROBURST. IF THE CAPT WAS INDECISIVE, I SHOULD HAVE MADE THE DECISION, BUT OTHER FACTORS PREVENTED ME FROM IMMEDIATELY MAKING IT. WITH CONVECTIVE WX TO THE N AND E, THE ONLY DIRECTION WE COULD HAVE GONE WOULD HAVE BEEN TO THE W WHICH WOULD HAVE TAKEN US INTO THE PATH OF TFC ARRIVING AND DEPARTING RWY 36L. AT THAT POINT, LATE INTO THE APCH, IT SEEMED LIKE THE BEST ACTION WAS TO LAND THE ACFT ON RWY 36R. OTHER FACTORS THAT HAD A BEARING ON MY DECISION: LAST LEG OF A 4 DAY TRIP, 14 HR DUTY DAY. I HAVE VOWED NOT TO PUT MYSELF INTO THAT POS AGAIN!
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.