Flight crew of an MD80 type aircraft receives some sarcasm from the ARTCC radar controller when the ...

Attributes
ACN	617256
Time
Date	200405
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	intersection : dietz
State Reference	TX
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	artcc : zfw.artcc
Operator	common carrier : air carrier
Make Model Name	MD-82
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach descent : intermediate altitude
Route In Use	arrival star : cqy
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : multi engine
ASRS Report	617256
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	non adherence : clearance non adherence : published procedure other anomaly other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory flight crew : became reoriented flight crew : returned to intended or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance Airspace Structure ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

In the area of mem, ATC rerouted us from the byp arrival to the cqy arrival. The captain was PF, and reprogrammed the gfms. I did not notice, but for some reason a discontinuity occurred between dietz and hornz -- the last 2 fixes on the arrival. Over cqy, ATC told us to delete the arrival speeds, but comply with the 210 KTS speed at dietz. About 7 mi from dietz, with a speed of 310 KTS, the captain selected 210 KTS on the flight guidance panel. The autothrottles brought the power back to low limit, but the captain did not physically bring the power back to the stops as he probably should have since we were so close to dietz still going quite fast. At 280 KTS, the captain called for 'slats extend.' with the power at the low limit, around 1.10 EPR, and the slats extended, we crossed dietz at around 250 KTS, which was 40 KTS fast. To compound the problem, the airplane did not turn from dietz to hornz after crossing dietz because there was a discontinuity between those 2 fixes as previously mentioned. With the excessive speed and the discontinuity, the captain did not get the airplane turned toward hornz with the heading select mode until about 1 mi past dietz. ATC called while we were in the turn toward hornz, which was about a 355 degree heading and told us to fly heading 020 degrees. He then asked us angrily, 'if we planned on making a turn tonight.' I replied that we were in the turn (as we were) when he called us. He then asked us, 'in a turn for where?' I replied 'hornz.' he then asked us, 'if we planned on slowing down tonight.' I replied that we were presently at 210 KTS (as we were). We completed the arrival uneventfully. We obviously turned well outside the normal flight path over dietz due to the excessive speed and the late bank change. I had awakened at XA30 local on the event morning for my commute. It was currently about XN30 local, and we still had to fly dfw-abq. My only explanation on my part for letting the captain do what he did is fatigue, as I was aware that he was behind the airplane between cqy and dietz, but I did not speak up. I'm not sure why the captain got behind. He seemed quite capable up to that blunder.

Original NASA ASRS Text

Title: FLT CREW OF AN MD80 TYPE ACFT RECEIVES SOME SARCASM FROM THE ARTCC RADAR CTLR WHEN THE FLT MAKES A LATE TURN AND IS 40 KTS OVER DESIRED SPD WHEN XING DIETZ INTXN, TX.

Narrative: IN THE AREA OF MEM, ATC REROUTED US FROM THE BYP ARR TO THE CQY ARR. THE CAPT WAS PF, AND REPROGRAMMED THE GFMS. I DID NOT NOTICE, BUT FOR SOME REASON A DISCONTINUITY OCCURRED BTWN DIETZ AND HORNZ -- THE LAST 2 FIXES ON THE ARR. OVER CQY, ATC TOLD US TO DELETE THE ARR SPDS, BUT COMPLY WITH THE 210 KTS SPD AT DIETZ. ABOUT 7 MI FROM DIETZ, WITH A SPD OF 310 KTS, THE CAPT SELECTED 210 KTS ON THE FLT GUIDANCE PANEL. THE AUTOTHROTTLES BROUGHT THE PWR BACK TO LOW LIMIT, BUT THE CAPT DID NOT PHYSICALLY BRING THE PWR BACK TO THE STOPS AS HE PROBABLY SHOULD HAVE SINCE WE WERE SO CLOSE TO DIETZ STILL GOING QUITE FAST. AT 280 KTS, THE CAPT CALLED FOR 'SLATS EXTEND.' WITH THE PWR AT THE LOW LIMIT, AROUND 1.10 EPR, AND THE SLATS EXTENDED, WE CROSSED DIETZ AT AROUND 250 KTS, WHICH WAS 40 KTS FAST. TO COMPOUND THE PROB, THE AIRPLANE DID NOT TURN FROM DIETZ TO HORNZ AFTER XING DIETZ BECAUSE THERE WAS A DISCONTINUITY BTWN THOSE 2 FIXES AS PREVIOUSLY MENTIONED. WITH THE EXCESSIVE SPD AND THE DISCONTINUITY, THE CAPT DID NOT GET THE AIRPLANE TURNED TOWARD HORNZ WITH THE HDG SELECT MODE UNTIL ABOUT 1 MI PAST DIETZ. ATC CALLED WHILE WE WERE IN THE TURN TOWARD HORNZ, WHICH WAS ABOUT A 355 DEG HDG AND TOLD US TO FLY HDG 020 DEGS. HE THEN ASKED US ANGRILY, 'IF WE PLANNED ON MAKING A TURN TONIGHT.' I REPLIED THAT WE WERE IN THE TURN (AS WE WERE) WHEN HE CALLED US. HE THEN ASKED US, 'IN A TURN FOR WHERE?' I REPLIED 'HORNZ.' HE THEN ASKED US, 'IF WE PLANNED ON SLOWING DOWN TONIGHT.' I REPLIED THAT WE WERE PRESENTLY AT 210 KTS (AS WE WERE). WE COMPLETED THE ARR UNEVENTFULLY. WE OBVIOUSLY TURNED WELL OUTSIDE THE NORMAL FLT PATH OVER DIETZ DUE TO THE EXCESSIVE SPD AND THE LATE BANK CHANGE. I HAD AWAKENED AT XA30 LCL ON THE EVENT MORNING FOR MY COMMUTE. IT WAS CURRENTLY ABOUT XN30 LCL, AND WE STILL HAD TO FLY DFW-ABQ. MY ONLY EXPLANATION ON MY PART FOR LETTING THE CAPT DO WHAT HE DID IS FATIGUE, AS I WAS AWARE THAT HE WAS BEHIND THE AIRPLANE BTWN CQY AND DIETZ, BUT I DID NOT SPEAK UP. I'M NOT SURE WHY THE CAPT GOT BEHIND. HE SEEMED QUITE CAPABLE UP TO THAT BLUNDER.

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.

Flight crew of an MD80 type aircraft receives some sarcasm from the ARTCC radar controller when the flight makes a late turn and is 40 KTS over desired speed when crossing dietz intersection, tx.