A DC9-30 flight crew is vectored out of the approach sequence when they notified ATC that they had 'a minor problem' while on approach to runway 22R at dtw, mi.

Home

Browse by month

Random

Latest

About

Contact

Attributes
ACN	608766
Time
Date	200402
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dtw.airport
State Reference	MI
Altitude	msl single value : 7000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d21.tracon tower : prc.tower
Operator	common carrier : air carrier
Make Model Name	DC-9 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 22r
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	controller : developmental pilot : flight engineer pilot : instrument pilot : multi engine pilot : atp pilot : cfi pilot : commercial
Experience	controller radar : 1 flight time last 90 days : 205 flight time total : 18000 flight time type : 1600
ASRS Report	608766
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : company policies other anomaly other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance flight crew : overcame equipment problem flight crew : became reoriented flight crew : regained aircraft control other
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance Airspace Structure Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Detroit approach had just given us a right turn to intercept localizer runway 22R at 20 mi from airport with a 20 degree intercept. I asked the first officer to configure with slats extended and flaps 5 degrees. The autoplt was flying. The aircraft rolled right from 20 degrees of bank to about 35 degrees. I immediately disconnected the autoplt and rolled wings level. We retracted the flaps, leaving the slats extended. The first officer then told ATC we were unable to continue the approach, that we had a small problem, and that we had to turn out and get back to them with details. Approach gave us a number of vectors, speed changes and altitude changes. We said we were unable to comply, that we needed to be wings level for a while to determine our situation. When heading west, wings level, we were able to determine that we had failed to turn the hydraulic pumps to high. We turned them on, reconfigured successfully and told ATC we had no problems now and could continue the approach. There was no loss of separation. Any potential problem would have occurred in the time it took to initially communicate the full extent of our problem with ATC until they realized we could not continue our approach and had to speed up to clean up the aircraft, not slow to 180 KTS to fit the traffic as commanded.

Original NASA ASRS Text

Title: A DC9-30 FLT CREW IS VECTORED OUT OF THE APCH SEQUENCE WHEN THEY NOTIFIED ATC THAT THEY HAD 'A MINOR PROB' WHILE ON APCH TO RWY 22R AT DTW, MI.

Narrative: DETROIT APCH HAD JUST GIVEN US A R TURN TO INTERCEPT LOC RWY 22R AT 20 MI FROM ARPT WITH A 20 DEG INTERCEPT. I ASKED THE FO TO CONFIGURE WITH SLATS EXTENDED AND FLAPS 5 DEGS. THE AUTOPLT WAS FLYING. THE ACFT ROLLED R FROM 20 DEGS OF BANK TO ABOUT 35 DEGS. I IMMEDIATELY DISCONNECTED THE AUTOPLT AND ROLLED WINGS LEVEL. WE RETRACTED THE FLAPS, LEAVING THE SLATS EXTENDED. THE FO THEN TOLD ATC WE WERE UNABLE TO CONTINUE THE APCH, THAT WE HAD A SMALL PROB, AND THAT WE HAD TO TURN OUT AND GET BACK TO THEM WITH DETAILS. APCH GAVE US A NUMBER OF VECTORS, SPD CHANGES AND ALT CHANGES. WE SAID WE WERE UNABLE TO COMPLY, THAT WE NEEDED TO BE WINGS LEVEL FOR A WHILE TO DETERMINE OUR SIT. WHEN HDG W, WINGS LEVEL, WE WERE ABLE TO DETERMINE THAT WE HAD FAILED TO TURN THE HYD PUMPS TO HIGH. WE TURNED THEM ON, RECONFIGURED SUCCESSFULLY AND TOLD ATC WE HAD NO PROBS NOW AND COULD CONTINUE THE APCH. THERE WAS NO LOSS OF SEPARATION. ANY POTENTIAL PROB WOULD HAVE OCCURRED IN THE TIME IT TOOK TO INITIALLY COMMUNICATE THE FULL EXTENT OF OUR PROB WITH ATC UNTIL THEY REALIZED WE COULD NOT CONTINUE OUR APCH AND HAD TO SPD UP TO CLEAN UP THE ACFT, NOT SLOW TO 180 KTS TO FIT THE TFC AS COMMANDED.

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.