Narrative:

Air carrier X was on a visual approach to runway 27. He was too high and we were landing that runway simultaneously with runways 18L/18R. The wind was 140@11. Air carrier X advised the LC2 controller that he was going around. The LC2 controller assigned him runway heading and 3000 which was suggested to him by the flm. Air carrier Y; a CRJ2; was on a visual approach to runway 18R. The LC2 controller shouted that he had a go-around runway 27; so I issued traffic to air carrier Y. He asked if it was a A319 because he was 'climbing like a rock'. Air carrier Y reported the traffic in sight; I also had both aircraft in sight. Air carrier Y landed without incident. I report this because we have been required to use crda to runways 18L or 18C; and runway 27. Crda does absolutely nothing to protect the runway 18R aircraft from a runway 27 go around. The standard line we have been given is that go arounds aren't a problem. If; by chance; air carrier Y had been closer to the airport when air carrier X had gone around; there would have been a problem. We also routinely use crda with just such a quartering tailwind. I also believe that the runway 27 glide slope was OTS at this time; but am not positive. However; we are not limited to using crda when such equipment is OTS. All of these factors could lead to a potential disaster. I recommend terminating the use of crda all together. That would be the safest solution. In the likely event that will never happen; I would recommend being a lot more restrictive with it. Don't allow it's use with any kind of tailwind component. Don't allow it's use with a crosswind above 10 KTS. Don't allow it's use if any portion of the ILS or papis is OTS; and don't allow any jets to use it; just turbo props and smaller aircraft. When I say 'don't allow it's use' I'm meaning don't land runway 27 when these conditions exist or with these aircraft. We have the capability for simultaneous ILS's to runways 18L/18R; it would see we could get almost as many arrivals into the airport by using this tool instead of crda while greatly reducing the risk factor.

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Original NASA ASRS Text

Title: MEM Controller described a potential conflict event when an air carrier on approach for Runway 27 elected to go-around with traffic inbound on a visual approach to Runway 18R. The reporter citing the CRDA procedure does not provide any protection from Runway 27 go-around events; suggesting the CRDA procedure be terminated all together.

Narrative: ACR X was on a visual approach to Runway 27. He was too high and we were landing that runway simultaneously with Runways 18L/18R. The wind was 140@11. ACR X advised the LC2 Controller that he was going around. The LC2 Controller assigned him runway heading and 3000 which was suggested to him by the FLM. ACR Y; a CRJ2; was on a visual approach to Runway 18R. The LC2 Controller shouted that he had a go-around Runway 27; so I issued traffic to ACR Y. He asked if it was a A319 because he was 'climbing like a rock'. ACR Y reported the traffic in sight; I also had both aircraft in sight. ACR Y landed without incident. I report this because we have been required to use CRDA to Runways 18L or 18C; and Runway 27. CRDA does absolutely nothing to protect the Runway 18R aircraft from a Runway 27 go around. The standard line we have been given is that go arounds aren't a problem. If; by chance; ACR Y had been closer to the airport when ACR X had gone around; there would have been a problem. We also routinely use CRDA with just such a quartering tailwind. I also believe that the Runway 27 glide slope was OTS at this time; but am not positive. However; we are not limited to using CRDA when such equipment is OTS. All of these factors could lead to a potential disaster. I recommend terminating the use of CRDA all together. That would be the safest solution. In the likely event that will never happen; I would recommend being a lot more restrictive with it. Don't allow it's use with any kind of tailwind component. Don't allow it's use with a crosswind above 10 KTS. Don't allow it's use if any portion of the ILS or PAPIs is OTS; and don't allow any jets to use it; just turbo props and smaller aircraft. When I say 'don't allow it's use' I'm meaning don't land Runway 27 when these conditions exist or with these aircraft. We have the capability for simultaneous ILS's to Runways 18L/18R; it would see we could get almost as many arrivals into the airport by using this tool instead of CRDA while greatly reducing the risk factor.

Data retrieved from NASA's ASRS site as of April 2012 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.