|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0001 To 0600|
|Locale Reference||airport : eqy|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tracon : clt|
|Operator||general aviation : corporate|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Navigation In Use||Other|
|Flight Phase||descent : approach|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Experience||flight time last 90 days : 75|
flight time total : 2400
flight time type : 1200
|Affiliation||government : faa|
|Function||controller : approach|
|Qualification||controller : radar|
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
|Air Traffic Incident||other|
This situation involves failure to advise pilot in 3 briefings that 1/2 of the only active runway at eqy was closed. On 3/fri/89 I departed eqy in small aircraft XXXX, a light twin equipped with RNAV, LORAN C, moving map, mode C transponder, and other state of the art equipment. We flew to reno, nv, and departed reno on 3/wed/89, after receiving a full briefing to cos, and thence to eqy. We landed in cos, had a luncheon meeting and got an additional briefing to eqy. As we got into tennessee the WX was deteriorating and we changed destination to pdk. At pdk we got an additional briefing into eqy. When ZTL handed us off to charlotte approach, charlotte asked what approach we would like to fly into eqy. We responded we would like the localizer approach and were informed that the localizer had been out for 3 days. We then elected VOR a approach and were cleared for the approach with ragged ceilings around 600', rain, fog and reported visibility around 2 mi. We spotted the runway on schedule and made the approximately 30 degree correction to line up for final. As we began to flair for T/D we saw the end of the runway coming up very fast. We pulled everything off and banged the airplane onto the runway sliding to a stop at the very end. I thought I had just made a bad landing until the next day when I received a letter announcing that 2500' of the published 4800' runway would be closed for several days beginning 3/sat/89. The airport manager says he informed hickory FSS of this at the proper time and this information should have been a NOTAM communicated to all flts terminating at eqy. There is obviously a hole in the system and it is a wonder that someone hasn't already been killed. What would have happened if we had been in a bizjet instead of a light twin? Feel free to call me for further discussion. Callback conversation with reporter revealed the following: despite receiving 3 briefings the pilot was never advised of the runway construction and displaced threshold at monroe airport. He was advised by clt approach that the localizer was OTS, but at the time approach was not aware of the runway condition. He states that only luck prevented a very serious accident because he was unable to determine the runway length visually because of heavy rain and other illusions until he had actually landed. In his opinion this deficiency must be rectified immediately.
Original NASA ASRS Text
Title: NOTAM ISSUED ON RWY THRESHOLD DISPLACEMENT BUT LNDG PLT WAS NOT ADVISED ON TELEPHONE BRIEFINGS. PLT HAS TO SPECIFICALLY ASK FOR NOTAMS FROM THE CONTROLLING FSS.
Narrative: THIS SITUATION INVOLVES FAILURE TO ADVISE PLT IN 3 BRIEFINGS THAT 1/2 OF THE ONLY ACTIVE RWY AT EQY WAS CLOSED. ON 3/FRI/89 I DEPARTED EQY IN SMA XXXX, A LIGHT TWIN EQUIPPED WITH RNAV, LORAN C, MOVING MAP, MODE C XPONDER, AND OTHER STATE OF THE ART EQUIP. WE FLEW TO RENO, NV, AND DEPARTED RENO ON 3/WED/89, AFTER RECEIVING A FULL BRIEFING TO COS, AND THENCE TO EQY. WE LANDED IN COS, HAD A LUNCHEON MEETING AND GOT AN ADDITIONAL BRIEFING TO EQY. AS WE GOT INTO TENNESSEE THE WX WAS DETERIORATING AND WE CHANGED DEST TO PDK. AT PDK WE GOT AN ADDITIONAL BRIEFING INTO EQY. WHEN ZTL HANDED US OFF TO CHARLOTTE APCH, CHARLOTTE ASKED WHAT APCH WE WOULD LIKE TO FLY INTO EQY. WE RESPONDED WE WOULD LIKE THE LOC APCH AND WERE INFORMED THAT THE LOC HAD BEEN OUT FOR 3 DAYS. WE THEN ELECTED VOR A APCH AND WERE CLRED FOR THE APCH WITH RAGGED CEILINGS AROUND 600', RAIN, FOG AND RPTED VISIBILITY AROUND 2 MI. WE SPOTTED THE RWY ON SCHEDULE AND MADE THE APPROX 30 DEG CORRECTION TO LINE UP FOR FINAL. AS WE BEGAN TO FLAIR FOR T/D WE SAW THE END OF THE RWY COMING UP VERY FAST. WE PULLED EVERYTHING OFF AND BANGED THE AIRPLANE ONTO THE RWY SLIDING TO A STOP AT THE VERY END. I THOUGHT I HAD JUST MADE A BAD LNDG UNTIL THE NEXT DAY WHEN I RECEIVED A LETTER ANNOUNCING THAT 2500' OF THE PUBLISHED 4800' RWY WOULD BE CLOSED FOR SEVERAL DAYS BEGINNING 3/SAT/89. THE ARPT MGR SAYS HE INFORMED HICKORY FSS OF THIS AT THE PROPER TIME AND THIS INFO SHOULD HAVE BEEN A NOTAM COMMUNICATED TO ALL FLTS TERMINATING AT EQY. THERE IS OBVIOUSLY A HOLE IN THE SYS AND IT IS A WONDER THAT SOMEONE HASN'T ALREADY BEEN KILLED. WHAT WOULD HAVE HAPPENED IF WE HAD BEEN IN A BIZJET INSTEAD OF A LIGHT TWIN? FEEL FREE TO CALL ME FOR FURTHER DISCUSSION. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: DESPITE RECEIVING 3 BRIEFINGS THE PLT WAS NEVER ADVISED OF THE RWY CONSTRUCTION AND DISPLACED THRESHOLD AT MONROE ARPT. HE WAS ADVISED BY CLT APCH THAT THE LOC WAS OTS, BUT AT THE TIME APCH WAS NOT AWARE OF THE RWY CONDITION. HE STATES THAT ONLY LUCK PREVENTED A VERY SERIOUS ACCIDENT BECAUSE HE WAS UNABLE TO DETERMINE THE RWY LENGTH VISUALLY BECAUSE OF HEAVY RAIN AND OTHER ILLUSIONS UNTIL HE HAD ACTUALLY LANDED. IN HIS OPINION THIS DEFICIENCY MUST BE RECTIFIED IMMEDIATELY.
Data retrieved from NASA's ASRS site as of August 2007 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.