Narrative:

I was working LC2 and LC3 for runways 18C/left and runway 27 during the last half of an inbound push. The wind was 150 degrees at 10 KTS for all of my shift. We were landing runways 18L/right and runway 27 using converging runway display aid (crda). Aircraft X was on final approach to runway 18L and air carrier Y was on approach to runway 27. The runway 27 final controller was using a crda target to space air carrier Y with aircraft X. Inside the marker; aircraft X slowed to 120 KIAS. Air carrier Y indicated speed was 160 KTS. I asked air carrier Y to reduce to final approach speed; but air carrier Y was already at final approach speed. I asked air carrier Y to make a left or right s-turn for spacing; but air carrier Y replied unable. I immediately sent aircraft X around. Considering that the agency provided each controller at mem ATCT with only 3 practice problems of training (2 problems devoid of wind and the third factoring in wind unrealistically) for crda procedures on the runway 27 final position and only a 1 1/2 hour briefing for the tower procedures; it is not surprising that the number of go around's for aircraft involved in a simultaneous runway 18L/C and runway 27 operation have gone up. It also doesn't make sense that the agency insists on using runway 27 in an south confign when the wind is not aligned for it. The agency creates a very dangerous operation considering what little capacity is gained.

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Original NASA ASRS Text

Title: MEM CTLR DESCRIBED GAR INCIDENT UTILIZING CRDA PROCS ALLEGING LACK OF TRAINING AS CONTRIBUTORY.

Narrative: I WAS WORKING LC2 AND LC3 FOR RWYS 18C/L AND RWY 27 DURING THE LAST HALF OF AN INBOUND PUSH. THE WIND WAS 150 DEGS AT 10 KTS FOR ALL OF MY SHIFT. WE WERE LNDG RWYS 18L/R AND RWY 27 USING CONVERGING RWY DISPLAY AID (CRDA). ACFT X WAS ON FINAL APCH TO RWY 18L AND ACR Y WAS ON APCH TO RWY 27. THE RWY 27 FINAL CTLR WAS USING A CRDA TARGET TO SPACE ACR Y WITH ACFT X. INSIDE THE MARKER; ACFT X SLOWED TO 120 KIAS. ACR Y INDICATED SPD WAS 160 KTS. I ASKED ACR Y TO REDUCE TO FINAL APCH SPD; BUT ACR Y WAS ALREADY AT FINAL APCH SPD. I ASKED ACR Y TO MAKE A L OR R S-TURN FOR SPACING; BUT ACR Y REPLIED UNABLE. I IMMEDIATELY SENT ACFT X AROUND. CONSIDERING THAT THE AGENCY PROVIDED EACH CTLR AT MEM ATCT WITH ONLY 3 PRACTICE PROBS OF TRAINING (2 PROBS DEVOID OF WIND AND THE THIRD FACTORING IN WIND UNREALISTICALLY) FOR CRDA PROCS ON THE RWY 27 FINAL POS AND ONLY A 1 1/2 HR BRIEFING FOR THE TWR PROCS; IT IS NOT SURPRISING THAT THE NUMBER OF GAR'S FOR ACFT INVOLVED IN A SIMULTANEOUS RWY 18L/C AND RWY 27 OP HAVE GONE UP. IT ALSO DOESN'T MAKE SENSE THAT THE AGENCY INSISTS ON USING RWY 27 IN AN S CONFIGN WHEN THE WIND IS NOT ALIGNED FOR IT. THE AGENCY CREATES A VERY DANGEROUS OP CONSIDERING WHAT LITTLE CAPACITY IS GAINED.

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.