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|
Attributes | |
ACN | 944257 |
Time | |
Date | 201104 |
Place | |
Locale Reference | DTW.Airport |
State Reference | MI |
Environment | |
Flight Conditions | VMC |
Light | Daylight |
Aircraft 1 | |
Make Model Name | Commercial Fixed Wing |
Operating Under FAR Part | Part 121 |
Flight Phase | Initial Approach |
Flight Plan | IFR |
Person 1 | |
Function | Captain Pilot Flying |
Qualification | Flight Crew Air Transport Pilot (ATP) |
Experience | Flight Crew Last 90 Days 150 Flight Crew Total 10500 Flight Crew Type 9000 |
Events | |
Anomaly | Inflight Event / Encounter Weather / Turbulence Inflight Event / Encounter Fuel Issue |
Narrative:
Before leaving the gate; I added 500 pounds of extra fuel due to strong winds in dtw; this brought us to within several hundred pounds of our maximum allowable takeoff weight. On the polar arrival into dtw we were assigned a hold at polar intersection. We contacted dispatch and planned to divert into fnt or lan if we had to hold to the efc time. We only completed 2 turns in the holding pattern then were cleared to dtw via radar vectors. We departed the hold with about 3;300 pounds of fuel.after extended vectoring we were cleared for a visual approach for runway 27R. The surface winds in dtw were 280/27 with gusts to 39. At about 1;000 ft AGL we received a windshear warning and executed the windshear escape maneuver. Abeam the airport on downwind we had 2;400 pounds of fuel remaining. We declared minimum fuel because we projected landing fuel around 1;800 pounds after our next approach. The second visual approach resulted in a normal landing and we did not get any windshear alerts or warnings. We landed with 1;800 pounds of fuel.we departed with sufficient fuel for multiple approaches. Holding and extended downwind vectors used most of our contingency fuel. In the future; I will consider an increased fuel load even if it requires a reduction in payload.
Original NASA ASRS Text
Title: Following an unexpected hold and extended vectoring; a commuter jet encountered windshear on final approach and executed a windshear escape maneuver before returning to land. The combination of delays resulted in a low fuel condition and the flight crew declared minimum fuel; believing it would provide priority handling.
Narrative: Before leaving the gate; I added 500 LBS of extra fuel due to strong winds in DTW; this brought us to within several hundred pounds of our maximum allowable takeoff weight. On the POLAR arrival into DTW we were assigned a hold at POLAR Intersection. We contacted Dispatch and planned to divert into FNT or LAN if we had to hold to the EFC time. We only completed 2 turns in the holding pattern then were cleared to DTW via radar vectors. We departed the hold with about 3;300 LBS of fuel.After extended vectoring we were cleared for a visual approach for Runway 27R. The surface winds in DTW were 280/27 with gusts to 39. At about 1;000 FT AGL we received a windshear warning and executed the windshear escape maneuver. Abeam the airport on downwind we had 2;400 LBS of fuel remaining. We declared minimum fuel because we projected landing fuel around 1;800 LBS after our next approach. The second visual approach resulted in a normal landing and we did not get any windshear alerts or warnings. We landed with 1;800 LBS of fuel.We departed with sufficient fuel for multiple approaches. Holding and extended downwind vectors used most of our contingency fuel. In the future; I will consider an increased fuel load even if it requires a reduction in payload.
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.