An air carrier pilot reports a slc runway change from 16L to 16R. Because the tch DME was mistakenly...

Attributes
ACN	749821
Time
Date	200708
Place
Locale Reference	airport : slc.airport
State Reference	UT
Altitude	msl single value : 7500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : s56.tracon
Operator	common carrier : air carrier
Make Model Name	B737-700
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer only : rwys 16l and 16r
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 176 flight time type : 24000
ASRS Report	749821
Events
Anomaly	airspace violation : exit altitude deviation : overshoot non adherence : clearance non adherence : far non adherence : published procedure
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance Airport
Primary Problem	Ambiguous

Narrative:

Inbound to slc; we were cleared to 8000 ft on vectors for runway 16L. Approach changed us to runway 16R. About 20 mi out we called the field in sight. Referencing the ILS approach chart for runway 16R; 7500 ft was entered into the altitude window. Inside 16.3 DME; I descended to 7500 ft. I then noticed that I had tch selected as the active frequency. With the DME difference between tch and iuat; I probably descended below the floor of the class B airspace by 100 ft. It was a rookie mistake. When we were changed from runway 16L to runway 16R; I made the change to the ILS frequency and pulled out the chart. But apparently; I left the ILS frequency in the standby position. Our speed was back to 200 KTS; but that didn't help. My only whine is that with the right arm rest down; reading the active frequency takes a bit of body shift to view clearly. If I don't call the airport in sight until inside 10 NM; this problem would be avoided. But; that creates more problems. Check; then check again after any interruption of the original plan is the only solution.

Original NASA ASRS Text

Title: AN ACR PILOT REPORTS A SLC RWY CHANGE FROM 16L TO 16R. BECAUSE THE TCH DME WAS MISTAKENLY USED TO DEFINE CLASS B; THE ACFT DSNDED OUT OF B AIRSPACE.

Narrative: INBOUND TO SLC; WE WERE CLRED TO 8000 FT ON VECTORS FOR RWY 16L. APCH CHANGED US TO RWY 16R. ABOUT 20 MI OUT WE CALLED THE FIELD IN SIGHT. REFING THE ILS APCH CHART FOR RWY 16R; 7500 FT WAS ENTERED INTO THE ALT WINDOW. INSIDE 16.3 DME; I DESCENDED TO 7500 FT. I THEN NOTICED THAT I HAD TCH SELECTED AS THE ACTIVE FREQ. WITH THE DME DIFFERENCE BTWN TCH AND IUAT; I PROBABLY DSNDED BELOW THE FLOOR OF THE CLASS B AIRSPACE BY 100 FT. IT WAS A ROOKIE MISTAKE. WHEN WE WERE CHANGED FROM RWY 16L TO RWY 16R; I MADE THE CHANGE TO THE ILS FREQ AND PULLED OUT THE CHART. BUT APPARENTLY; I LEFT THE ILS FREQ IN THE STANDBY POS. OUR SPD WAS BACK TO 200 KTS; BUT THAT DIDN'T HELP. MY ONLY WHINE IS THAT WITH THE R ARM REST DOWN; READING THE ACTIVE FREQ TAKES A BIT OF BODY SHIFT TO VIEW CLRLY. IF I DON'T CALL THE ARPT IN SIGHT UNTIL INSIDE 10 NM; THIS PROB WOULD BE AVOIDED. BUT; THAT CREATES MORE PROBS. CHK; THEN CHK AGAIN AFTER ANY INTERRUPTION OF THE ORIGINAL PLAN IS THE ONLY SOLUTION.

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.

An air carrier pilot reports a slc runway change from 16L to 16R. Because the tch DME was mistakenly used to define class B; the aircraft descended out of B airspace.