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After being assigned runway 1L unexpectedly, an A320 captain idents the wrong airport during a visual approach to las resulting in difficulty becoming stabilized at company mandated altitude once the correct runway was in sight.
| Attributes | |
| ACN | 625260 |
| Time | |
| Date | 200407 |
| Day | Sun |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : las.airport |
| State Reference | NV |
| Altitude | msl single value : 7000 |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Controlling Facilities | tracon : l30.tracon tower : zzz.tower |
| Operator | common carrier : air carrier |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 15000 flight time type : 3000 |
| ASRS Report | 625260 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial pilot : multi engine |
| Experience | flight time last 90 days : 150 flight time total : 10000 flight time type : 2500 |
| ASRS Report | 625259 |
| Events | |
| Anomaly | non adherence : company policies other anomaly other anomaly |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : anomaly accepted |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
ATIS reported las landing runway 19R&left and runway 7R. We briefed a landing runway 19L. There were scattered thunderstorms in the area. The airport was VFR with visibility 10+ mi. Approach gave us a southerly heading and advised us we were landing runway 1L. Since we were coming from east, they had us on a right downwind for runway 1L. Approach assigned us 7000 ft. We heard a radio transmission assigning us 6100 ft in a different voice. We did not leave 7000 ft and asked for a clarification of altitude. The normal controller voice said to maintain 7000 ft and asked for a clarification of altitude. The normal controller voice said to maintain 7000 ft and we were then given a right turn for base. I felt we had flowed significantly south and should have a good final. Approach asked if we had the traffic or airport in sight. I was flying and I did not have the field in sight. The first officer (PNF) advised me he had the field in sight. I told him to report the field in sight. We were then cleared for a visual approach. As I turned on final, I requested that we lower the gear and requested flaps 1 degree. I had lined up with a runway using the navigation display. I saw a runway light system ahead but no VASI system. I was looking at a runway or highway much further away that was lined up with the navigation display. The first officer suggested we were very high. I then saw the real runway and I requested flaps 2 degrees at 190 KTS. I then adjusted the pitch to try to get down and let the speed build to approximately 7 KTS overspd. I screwed up. I should have done a go around, but I was able to get rid of the extra energy and be stabilized by 500 ft. The landing was normal. The overspd was embarrassing. Aggressive s-turns and speed brake usage was required to get stabilized by 500 ft AGL and have a normal touchdown. The first officer and I never saw the PAPI lights or REIL lights listed on the las page or runway 1L.
Original NASA ASRS Text
Title: AFTER BEING ASSIGNED RWY 1L UNEXPECTEDLY, AN A320 CAPT IDENTS THE WRONG ARPT DURING A VISUAL APCH TO LAS RESULTING IN DIFFICULTY BECOMING STABILIZED AT COMPANY MANDATED ALT ONCE THE CORRECT RWY WAS IN SIGHT.
Narrative: ATIS RPTED LAS LNDG RWY 19R&L AND RWY 7R. WE BRIEFED A LNDG RWY 19L. THERE WERE SCATTERED TSTMS IN THE AREA. THE ARPT WAS VFR WITH VISIBILITY 10+ MI. APCH GAVE US A SOUTHERLY HDG AND ADVISED US WE WERE LNDG RWY 1L. SINCE WE WERE COMING FROM E, THEY HAD US ON A R DOWNWIND FOR RWY 1L. APCH ASSIGNED US 7000 FT. WE HEARD A RADIO XMISSION ASSIGNING US 6100 FT IN A DIFFERENT VOICE. WE DID NOT LEAVE 7000 FT AND ASKED FOR A CLARIFICATION OF ALT. THE NORMAL CTLR VOICE SAID TO MAINTAIN 7000 FT AND ASKED FOR A CLARIFICATION OF ALT. THE NORMAL CTLR VOICE SAID TO MAINTAIN 7000 FT AND WE WERE THEN GIVEN A R TURN FOR BASE. I FELT WE HAD FLOWED SIGNIFICANTLY S AND SHOULD HAVE A GOOD FINAL. APCH ASKED IF WE HAD THE TFC OR ARPT IN SIGHT. I WAS FLYING AND I DID NOT HAVE THE FIELD IN SIGHT. THE FO (PNF) ADVISED ME HE HAD THE FIELD IN SIGHT. I TOLD HIM TO RPT THE FIELD IN SIGHT. WE WERE THEN CLRED FOR A VISUAL APCH. AS I TURNED ON FINAL, I REQUESTED THAT WE LOWER THE GEAR AND REQUESTED FLAPS 1 DEG. I HAD LINED UP WITH A RWY USING THE NAV DISPLAY. I SAW A RWY LIGHT SYS AHEAD BUT NO VASI SYS. I WAS LOOKING AT A RWY OR HWY MUCH FURTHER AWAY THAT WAS LINED UP WITH THE NAV DISPLAY. THE FO SUGGESTED WE WERE VERY HIGH. I THEN SAW THE REAL RWY AND I REQUESTED FLAPS 2 DEGS AT 190 KTS. I THEN ADJUSTED THE PITCH TO TRY TO GET DOWN AND LET THE SPD BUILD TO APPROX 7 KTS OVERSPD. I SCREWED UP. I SHOULD HAVE DONE A GAR, BUT I WAS ABLE TO GET RID OF THE EXTRA ENERGY AND BE STABILIZED BY 500 FT. THE LNDG WAS NORMAL. THE OVERSPD WAS EMBARRASSING. AGGRESSIVE S-TURNS AND SPD BRAKE USAGE WAS REQUIRED TO GET STABILIZED BY 500 FT AGL AND HAVE A NORMAL TOUCHDOWN. THE FO AND I NEVER SAW THE PAPI LIGHTS OR REIL LIGHTS LISTED ON THE LAS PAGE OR RWY 1L.
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.