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A BE20 approaching ord encountered severe turbulence resulting in a 60 degree bank and an altitude loss. Go around executed with an approach to another runway.
| Attributes | |
| ACN | 745486 |
| Time | |
| Date | 200707 |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : ord.airport |
| State Reference | IL |
| Altitude | msl single value : 6000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Turbulence |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : c90.tracon |
| Operator | general aviation : corporate |
| Make Model Name | King Air C90 E90 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : approach |
| Route In Use | arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : corporate |
| Function | flight crew : single pilot |
| Qualification | pilot : instrument pilot : multi engine pilot : atp pilot : cfi pilot : commercial |
| Experience | flight time last 90 days : 100 flight time total : 6100 flight time type : 1000 |
| ASRS Report | 745486 |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude inflight encounter : turbulence inflight encounter : weather other anomaly other anomaly other spatial deviation |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : executed go around flight crew : regained aircraft control flight crew : exited adverse environment |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Weather Environmental Factor ATC Human Performance Aircraft Airspace Structure |
| Primary Problem | Weather |
Narrative:
I was being vectored for the localizer runway 10 at ord at 6000 ft. There was a line of thunderstorms about 20 mi wnw moving toward the airport. At approximately 12 mi from the airport I was assigned a heading of 060 degrees to intercept the localizer. As I was about to roll out on the 060 degree heading; I encountered severe turbulence. The airplane rolled through approximately 60 degrees of bank to the right and caused the autoplt to become disabled. My first priority was to fly the airplane and recover from the unusual attitude. Once I recovered the airplane I was on a heading of about 130 degrees and at an altitude of about 4300 ft MSL. At this time I notified approach control that I encountered severe turbulence; what my heading and altitude were; and that I was abandoning the approach. The controller informed me that there was other traffic in the area and that I could not just change headings and altitudes without receiving a clearance. Again I informed them that I encountered severe turbulence and it was beyond my control. At this time they vectored me for the ILS runway 4R and landed. Once I landed I called approach control to see if there were any conflicts and to tell them exactly what happened. They informed me there were no conflicts and they did not need any other information. As I was checking WX after landing. There was a PIREP from a GLF2 at XA15Z at 6000 ft; on the ord 310-10; severe turbulence; but I did not receive that report. Approach control initially had runway 27R and 32R in use and then changed to runway 10. I do not know why they changed approachs to the runway that the WX was approaching from.
Original NASA ASRS Text
Title: A BE20 APCHING ORD ENCOUNTERED SEVERE TURBULENCE RESULTING IN A 60 DEG BANK AND AN ALT LOSS. GO AROUND EXECUTED WITH AN APCH TO ANOTHER RWY.
Narrative: I WAS BEING VECTORED FOR THE LOC RWY 10 AT ORD AT 6000 FT. THERE WAS A LINE OF TSTMS ABOUT 20 MI WNW MOVING TOWARD THE ARPT. AT APPROX 12 MI FROM THE ARPT I WAS ASSIGNED A HDG OF 060 DEGS TO INTERCEPT THE LOC. AS I WAS ABOUT TO ROLL OUT ON THE 060 DEG HDG; I ENCOUNTERED SEVERE TURB. THE AIRPLANE ROLLED THROUGH APPROX 60 DEGS OF BANK TO THE R AND CAUSED THE AUTOPLT TO BECOME DISABLED. MY FIRST PRIORITY WAS TO FLY THE AIRPLANE AND RECOVER FROM THE UNUSUAL ATTITUDE. ONCE I RECOVERED THE AIRPLANE I WAS ON A HDG OF ABOUT 130 DEGS AND AT AN ALT OF ABOUT 4300 FT MSL. AT THIS TIME I NOTIFIED APCH CTL THAT I ENCOUNTERED SEVERE TURB; WHAT MY HDG AND ALT WERE; AND THAT I WAS ABANDONING THE APCH. THE CTLR INFORMED ME THAT THERE WAS OTHER TFC IN THE AREA AND THAT I COULD NOT JUST CHANGE HDGS AND ALTS WITHOUT RECEIVING A CLRNC. AGAIN I INFORMED THEM THAT I ENCOUNTERED SEVERE TURB AND IT WAS BEYOND MY CTL. AT THIS TIME THEY VECTORED ME FOR THE ILS RWY 4R AND LANDED. ONCE I LANDED I CALLED APCH CTL TO SEE IF THERE WERE ANY CONFLICTS AND TO TELL THEM EXACTLY WHAT HAPPENED. THEY INFORMED ME THERE WERE NO CONFLICTS AND THEY DID NOT NEED ANY OTHER INFO. AS I WAS CHKING WX AFTER LNDG. THERE WAS A PIREP FROM A GLF2 AT XA15Z AT 6000 FT; ON THE ORD 310-10; SEVERE TURB; BUT I DID NOT RECEIVE THAT RPT. APCH CTL INITIALLY HAD RWY 27R AND 32R IN USE AND THEN CHANGED TO RWY 10. I DO NOT KNOW WHY THEY CHANGED APCHS TO THE RWY THAT THE WX WAS APCHING FROM.
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.