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An MD82 flight crew experiences a GPWS terrain warning after a go around initiated by a loss of in-trail separation behind a B767 at ewr, nj.
| Attributes | |
| ACN | 616351 |
| Time | |
| Date | 200405 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : ewr.airport |
| State Reference | NJ |
| Altitude | msl bound lower : 2900 msl bound upper : 4000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Rain |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | MD-82 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing : go around |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B767 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| ASRS Report | 616351 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | conflict : airborne less severe conflict : ground less severe inflight encounter : wake turbulence non adherence : required legal separation |
| Independent Detector | aircraft equipment : gpws other flight crewa other flight crewb |
| Resolutory Action | controller : issued new clearance controller : separated traffic flight crew : executed go around flight crew : exited adverse environment |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Airspace Structure ATC Human Performance |
| Primary Problem | Ambiguous |
Narrative:
On approach to runway 4R was told to hold 170 KTS to 5 DME (4 mi from touchdown zone), WX was reported 1400 ft overcast, 2 1/2 mi. Configured to flap 40 degrees early so slow down would be quick. Encountered a roll movement that disconnected autoplt, caught early, re-engaged and continued approach normally, then a few moments later, approach advised we were in trail of heavy B767 ahead. We already know that from the roll movement just seconds earlier. 'Contact tower 118.3, cleared to land,' I think was issued then told to slow as soon as possible, then, 'go around for spacing, climb to 2000 ft runway heading.' initiated a smooth transition from the GS and started to climb for 2000 ft. Just arriving at leveloff, was given 3000 ft, continued climb to 3000 ft. Then was given turn left to something near west. On that heading just started to level at 2900 ft for 3000 ft, was given climb to 4000 ft. Reached up to adjust vertical speed and then terrain, terrain goes off.' MSA on the chart is 2900 ft and that immediately came to mind. We checked possible aircraft underneath, none. Radar altimeter did move upward (very quickly) and in a quick moment returned to out of sight. Captain was on PA explaining the go around as the GPWS goes off (timing is everything, right?) leveled at 4000 ft, flew another approach and landed normally. Tower asked for bases on second approach and we reported 800 ft. In my mind, we were not far enough to the west to have flown over the rising ridge terrain to the west of newark -- not near any other obstacles. We were in light rain in the clouds. But it does make you think. I go to training in a few weeks and this flight made a point of highlighting training needs.
Original NASA ASRS Text
Title: AN MD82 FLT CREW EXPERIENCES A GPWS TERRAIN WARNING AFTER A GAR INITIATED BY A LOSS OF IN-TRAIL SEPARATION BEHIND A B767 AT EWR, NJ.
Narrative: ON APCH TO RWY 4R WAS TOLD TO HOLD 170 KTS TO 5 DME (4 MI FROM TOUCHDOWN ZONE), WX WAS RPTED 1400 FT OVCST, 2 1/2 MI. CONFIGURED TO FLAP 40 DEGS EARLY SO SLOW DOWN WOULD BE QUICK. ENCOUNTERED A ROLL MOVEMENT THAT DISCONNECTED AUTOPLT, CAUGHT EARLY, RE-ENGAGED AND CONTINUED APCH NORMALLY, THEN A FEW MOMENTS LATER, APCH ADVISED WE WERE IN TRAIL OF HVY B767 AHEAD. WE ALREADY KNOW THAT FROM THE ROLL MOVEMENT JUST SECONDS EARLIER. 'CONTACT TWR 118.3, CLRED TO LAND,' I THINK WAS ISSUED THEN TOLD TO SLOW AS SOON AS POSSIBLE, THEN, 'GO AROUND FOR SPACING, CLB TO 2000 FT RWY HDG.' INITIATED A SMOOTH TRANSITION FROM THE GS AND STARTED TO CLB FOR 2000 FT. JUST ARRIVING AT LEVELOFF, WAS GIVEN 3000 FT, CONTINUED CLB TO 3000 FT. THEN WAS GIVEN TURN L TO SOMETHING NEAR W. ON THAT HDG JUST STARTED TO LEVEL AT 2900 FT FOR 3000 FT, WAS GIVEN CLB TO 4000 FT. REACHED UP TO ADJUST VERT SPD AND THEN TERRAIN, TERRAIN GOES OFF.' MSA ON THE CHART IS 2900 FT AND THAT IMMEDIATELY CAME TO MIND. WE CHKED POSSIBLE ACFT UNDERNEATH, NONE. RADAR ALTIMETER DID MOVE UPWARD (VERY QUICKLY) AND IN A QUICK MOMENT RETURNED TO OUT OF SIGHT. CAPT WAS ON PA EXPLAINING THE GAR AS THE GPWS GOES OFF (TIMING IS EVERYTHING, RIGHT?) LEVELED AT 4000 FT, FLEW ANOTHER APCH AND LANDED NORMALLY. TWR ASKED FOR BASES ON SECOND APCH AND WE RPTED 800 FT. IN MY MIND, WE WERE NOT FAR ENOUGH TO THE W TO HAVE FLOWN OVER THE RISING RIDGE TERRAIN TO THE W OF NEWARK -- NOT NEAR ANY OTHER OBSTACLES. WE WERE IN LIGHT RAIN IN THE CLOUDS. BUT IT DOES MAKE YOU THINK. I GO TO TRAINING IN A FEW WKS AND THIS FLT MADE A POINT OF HIGHLIGHTING TRAINING NEEDS.
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.