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MD88 on runway 28L was issued go around at sfo because B757 on runway 28R did not remain on the lda prm approach procedure until darne as require.
| Attributes | |
| ACN | 651647 |
| Time | |
| Date | 200503 |
| Place | |
| Locale Reference | airport : sfo.airport |
| State Reference | CA |
| Environment | |
| Weather Elements | Rain |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : nct.tracon tower : sfo.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach ground : parked |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : nct.tracon tower : sfo.tower |
| Operator | common carrier : air carrier |
| Make Model Name | MD-88 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : flight engineer pilot : multi engine pilot : instrument pilot : commercial pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 10000 flight time type : 1000 |
| ASRS Report | 651647 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : published procedure other spatial deviation |
| Independent Detector | atc equipment other atc equipment : prm monitor other flight crewa |
| Resolutory Action | controller : issued new clearance flight crew : executed go around |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On a scheduled flight from jfk to sfo; we were given clearance for the prm lda approach to runway 28R. We broke out underneath the ceiling fairly early in the approach and ATC called our traffic (an MD88) which we acknowledged in sight. We followed the MD88 down the approach keeping him in sight all the time. After being cleared to land by tower with the runway in sight (along with the MD88) we began to align the runway to keep our spacing and interval on the MD88 landing on the left. Shortly thereafter; we observed the MD88 going around and the final controller for the MD88 came on the radio and informed us that we had to stay on the lda final until the darnes fix. Because we had the aircraft (MD88) and runway in sight; were cleared to land; reported the MD88 in sight and had a 20 KT crosswind; the captain chose to begin aligning with runway just outside of darnes (to keep proper spacing and interval on our traffic). The wording in our commercial chart misled us to think once the aircraft and runway were in sight and announced that we needed to keep proper interval and separation on the aircraft in front of us.
Original NASA ASRS Text
Title: MD88 ON RWY 28L WAS ISSUED GAR AT SFO BECAUSE B757 ON RWY 28R DID NOT REMAIN ON THE LDA PRM APCH PROC UNTIL DARNE AS REQUIRE.
Narrative: ON A SCHEDULED FLT FROM JFK TO SFO; WE WERE GIVEN CLRNC FOR THE PRM LDA APCH TO RWY 28R. WE BROKE OUT UNDERNEATH THE CEILING FAIRLY EARLY IN THE APCH AND ATC CALLED OUR TFC (AN MD88) WHICH WE ACKNOWLEDGED IN SIGHT. WE FOLLOWED THE MD88 DOWN THE APCH KEEPING HIM IN SIGHT ALL THE TIME. AFTER BEING CLRED TO LAND BY TWR WITH THE RWY IN SIGHT (ALONG WITH THE MD88) WE BEGAN TO ALIGN THE RWY TO KEEP OUR SPACING AND INTERVAL ON THE MD88 LNDG ON THE L. SHORTLY THEREAFTER; WE OBSERVED THE MD88 GOING AROUND AND THE FINAL CTLR FOR THE MD88 CAME ON THE RADIO AND INFORMED US THAT WE HAD TO STAY ON THE LDA FINAL UNTIL THE DARNES FIX. BECAUSE WE HAD THE ACFT (MD88) AND RWY IN SIGHT; WERE CLRED TO LAND; RPTED THE MD88 IN SIGHT AND HAD A 20 KT XWIND; THE CAPT CHOSE TO BEGIN ALIGNING WITH RWY JUST OUTSIDE OF DARNES (TO KEEP PROPER SPACING AND INTERVAL ON OUR TFC). THE WORDING IN OUR COMMERCIAL CHART MISLED US TO THINK ONCE THE ACFT AND RWY WERE IN SIGHT AND ANNOUNCED THAT WE NEEDED TO KEEP PROPER INTERVAL AND SEPARATION ON THE ACFT IN FRONT OF US.
Data retrieved from NASA's ASRS site as of January 2009 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.