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A B737-300 flight crew with an FAA inspector in the jump seat is given a bad vector onto final which resulted in a missed approach.
| Attributes | |
| ACN | 576922 |
| Time | |
| Date | 200303 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : bwi.airport |
| State Reference | MD |
| Altitude | msl single value : 2000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : pct.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 10 |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : instrument pilot : commercial |
| Experience | flight time last 90 days : 189 flight time total : 13898 flight time type : 1531 |
| ASRS Report | 576922 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | other anomaly other |
| Independent Detector | other controllera other flight crewa other flight crewb |
| Resolutory Action | flight crew : executed missed approach flight crew : overrode automation |
| Consequence | faa : reviewed incident with flight crew Other |
| Supplementary | |
| Problem Areas | ATC Human Performance Airspace Structure Environmental Factor Flight Crew Human Performance |
| Primary Problem | ATC Human Performance |
Narrative:
We had the FAA inspector on the jump seat. We were in multiple radar vectors for the ILS runway 10 at baltimore. They were very busy. Everything was going well. We were on a left base, IMC, being vectored for ILS runway 10 and only 10 mi out from airport. We were told to maintain 210 KTS and 3000 ft. Then we were told to maintain 230 KTS (still 10 mi out on vectors for the ILS, very tight in). Then ATC told us to maintain 2000 ft until established, cleared ILS runway 10 and turn left to 090 degrees to intercept. I did all. Then ATC realized he had messed up and told us he meant 130 degrees to intercept. We were coming up quickly on jeans. The autoplt was to be used for the approach. GS came alive and we were totally configured for landing before jeans (FAF). GS was now a DOT low below and just past jeans and then localizer started to slowly move. Then the autoplt turned to capture localizer. It paralleled localizer, 1 DOT to left of course. GS was 1.5 dots below us. We were high due to ATC's very lousy turn on. Then the autoplt started to descend the plane. About then, the autoplt uncoupled and the copilot's flight director turned off. Captain immediately said 'go around!' we went missed approach. This all happened very quickly. ATC told us to climb to 2000 ft and runway heading. We did. We were vectored for the approach again, and this time with a proper ATC turn on. The autoplt and flight director worked perfectly. Sadly, in the 2 yrs at company, I have never had this happen, yet of course with the FAA on jump seat, all this happened. This whole situation happened due to the terrible turn on for the ILS runway 10 thanks to the FAA controller. ATC should never have us intercept inside the marker and/or high, too.
Original NASA ASRS Text
Title: A B737-300 FLT CREW WITH AN FAA INSPECTOR IN THE JUMP SEAT IS GIVEN A BAD VECTOR ONTO FINAL WHICH RESULTED IN A MISSED APCH.
Narrative: WE HAD THE FAA INSPECTOR ON THE JUMP SEAT. WE WERE IN MULTIPLE RADAR VECTORS FOR THE ILS RWY 10 AT BALTIMORE. THEY WERE VERY BUSY. EVERYTHING WAS GOING WELL. WE WERE ON A L BASE, IMC, BEING VECTORED FOR ILS RWY 10 AND ONLY 10 MI OUT FROM ARPT. WE WERE TOLD TO MAINTAIN 210 KTS AND 3000 FT. THEN WE WERE TOLD TO MAINTAIN 230 KTS (STILL 10 MI OUT ON VECTORS FOR THE ILS, VERY TIGHT IN). THEN ATC TOLD US TO MAINTAIN 2000 FT UNTIL ESTABLISHED, CLRED ILS RWY 10 AND TURN L TO 090 DEGS TO INTERCEPT. I DID ALL. THEN ATC REALIZED HE HAD MESSED UP AND TOLD US HE MEANT 130 DEGS TO INTERCEPT. WE WERE COMING UP QUICKLY ON JEANS. THE AUTOPLT WAS TO BE USED FOR THE APCH. GS CAME ALIVE AND WE WERE TOTALLY CONFIGURED FOR LNDG BEFORE JEANS (FAF). GS WAS NOW A DOT LOW BELOW AND JUST PAST JEANS AND THEN LOC STARTED TO SLOWLY MOVE. THEN THE AUTOPLT TURNED TO CAPTURE LOC. IT PARALLELED LOC, 1 DOT TO L OF COURSE. GS WAS 1.5 DOTS BELOW US. WE WERE HIGH DUE TO ATC'S VERY LOUSY TURN ON. THEN THE AUTOPLT STARTED TO DSND THE PLANE. ABOUT THEN, THE AUTOPLT UNCOUPLED AND THE COPLT'S FLT DIRECTOR TURNED OFF. CAPT IMMEDIATELY SAID 'GO AROUND!' WE WENT MISSED APCH. THIS ALL HAPPENED VERY QUICKLY. ATC TOLD US TO CLB TO 2000 FT AND RWY HDG. WE DID. WE WERE VECTORED FOR THE APCH AGAIN, AND THIS TIME WITH A PROPER ATC TURN ON. THE AUTOPLT AND FLT DIRECTOR WORKED PERFECTLY. SADLY, IN THE 2 YRS AT COMPANY, I HAVE NEVER HAD THIS HAPPEN, YET OF COURSE WITH THE FAA ON JUMP SEAT, ALL THIS HAPPENED. THIS WHOLE SIT HAPPENED DUE TO THE TERRIBLE TURN ON FOR THE ILS RWY 10 THANKS TO THE FAA CTLR. ATC SHOULD NEVER HAVE US INTERCEPT INSIDE THE MARKER AND/OR HIGH, TOO.
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.