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An LR35 first officer reported that he and his captain used the wrong approach plate during landing at acv.
| Attributes | |
| ACN | 571204 |
| Time | |
| Date | 200301 |
| Day | Wed |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : acv.airport |
| State Reference | CA |
| Altitude | msl single value : 4800 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | artcc : zoa.artcc |
| Operator | general aviation : corporate |
| Make Model Name | Learjet 35 |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | ils localizer & glide slope : 32 |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : corporate |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 60 flight time total : 5500 flight time type : 45 |
| ASRS Report | 571204 |
| Person 2 | |
| Affiliation | company : corporate |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude altitude deviation : crossing restriction not met inflight encounter : weather inflight encounter other non adherence : far non adherence : clearance non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | none taken : detected after the fact |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
En route to acv, we asked center for direct korbe. Center said we were cleared direct korbe. This is the time I think the confusion began. The captain was flying and began briefing the ILS DME to runway 32 at acv during the briefing. He was giving the missed approach procedure as left turn heading 250 degrees direct fot. I was reviewing it and saw it was heading 250 degrees to join fot 341 degree radial to trial intersection. We both checked the chart again and verified the procedure. Center then cleared us to cross korbe, at 6000 ft, cleared for the ILS runway 32 at acv. I failed to realize there was a second ILS to runway 32. Reaching korbe, the captain turned inbound and began his descent. Since we noticed that inbound from korbe the altitude was 3200 ft, he began configuring the aircraft early since we knew we had a lot of altitude to lose. We didn't see any problem since we had no passenger on board. We had agreed that if it seemed we would have a problem with the glide path before the final approach point, we would go missed and try again. As we were descending, center called and asked if we had the GS. I reported it was now just starting to come alive from the bottom. He then said he had expected us to fly a procedure turn. Both the captain and I looked again at the plate and no procedure turn was shown. By now, we were established on the glide path and I informed center and they cleared us to CTAF and told us advise of our arrival and cancellation. Nothing more was said of any problem. Looking back at the other ILS plate, it shows a procedure turn. The intersection called korbe is not on that plate. This is where I believe the confusion happened. When we asked for direct korbe and were given it, both the captain and I put the ILS DME approach in our mind. We thought about how we would need to descend to complete the approach. Looking back, I should have questioned the 6000 ft limit to cross korby. Looking at the other ILS approach plate, it shows some mountains to the east that would have required that altitude. The MSA for our direction is 7400 ft.
Original NASA ASRS Text
Title: AN LR35 FO RPTED THAT HE AND HIS CAPT USED THE WRONG APCH PLATE DURING LNDG AT ACV.
Narrative: ENRTE TO ACV, WE ASKED CTR FOR DIRECT KORBE. CTR SAID WE WERE CLRED DIRECT KORBE. THIS IS THE TIME I THINK THE CONFUSION BEGAN. THE CAPT WAS FLYING AND BEGAN BRIEFING THE ILS DME TO RWY 32 AT ACV DURING THE BRIEFING. HE WAS GIVING THE MISSED APCH PROC AS L TURN HDG 250 DEGS DIRECT FOT. I WAS REVIEWING IT AND SAW IT WAS HDG 250 DEGS TO JOIN FOT 341 DEG RADIAL TO TRIAL INTXN. WE BOTH CHKED THE CHART AGAIN AND VERIFIED THE PROC. CTR THEN CLRED US TO CROSS KORBE, AT 6000 FT, CLRED FOR THE ILS RWY 32 AT ACV. I FAILED TO REALIZE THERE WAS A SECOND ILS TO RWY 32. REACHING KORBE, THE CAPT TURNED INBOUND AND BEGAN HIS DSCNT. SINCE WE NOTICED THAT INBOUND FROM KORBE THE ALT WAS 3200 FT, HE BEGAN CONFIGURING THE ACFT EARLY SINCE WE KNEW WE HAD A LOT OF ALT TO LOSE. WE DIDN'T SEE ANY PROB SINCE WE HAD NO PAX ON BOARD. WE HAD AGREED THAT IF IT SEEMED WE WOULD HAVE A PROB WITH THE GLIDE PATH BEFORE THE FINAL APCH POINT, WE WOULD GO MISSED AND TRY AGAIN. AS WE WERE DSNDING, CTR CALLED AND ASKED IF WE HAD THE GS. I RPTED IT WAS NOW JUST STARTING TO COME ALIVE FROM THE BOTTOM. HE THEN SAID HE HAD EXPECTED US TO FLY A PROC TURN. BOTH THE CAPT AND I LOOKED AGAIN AT THE PLATE AND NO PROC TURN WAS SHOWN. BY NOW, WE WERE ESTABLISHED ON THE GLIDE PATH AND I INFORMED CTR AND THEY CLRED US TO CTAF AND TOLD US ADVISE OF OUR ARR AND CANCELLATION. NOTHING MORE WAS SAID OF ANY PROB. LOOKING BACK AT THE OTHER ILS PLATE, IT SHOWS A PROC TURN. THE INTXN CALLED KORBE IS NOT ON THAT PLATE. THIS IS WHERE I BELIEVE THE CONFUSION HAPPENED. WHEN WE ASKED FOR DIRECT KORBE AND WERE GIVEN IT, BOTH THE CAPT AND I PUT THE ILS DME APCH IN OUR MIND. WE THOUGHT ABOUT HOW WE WOULD NEED TO DSND TO COMPLETE THE APCH. LOOKING BACK, I SHOULD HAVE QUESTIONED THE 6000 FT LIMIT TO CROSS KORBY. LOOKING AT THE OTHER ILS APCH PLATE, IT SHOWS SOME MOUNTAINS TO THE E THAT WOULD HAVE REQUIRED THAT ALT. THE MSA FOR OUR DIRECTION IS 7400 FT.
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.