Approach below minimumr rv.

Attributes
ACN	132817
Time
Date	198912
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : pit
State Reference	PA
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : pit tower : pit
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other
Flight Phase	descent : approach landing other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer pilot : instrument
Experience	flight time last 90 days : 200 flight time total : 8300 flight time type : 1600
ASRS Report	132817
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence other
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Visibility at pit was up and down all day due to dense fog. Upon arrival at pit, RVR was 1200, touchdown 1800, roll-out on 10L. The captain (PF) consulted company legality charts for CAT I ILS. CAT ii procedure at pit not approved for our airline. He understood an RVR of 1800 anywhere on landing runway made us legal for CAT I on that runway. Later, on the ground at pit, after a 'very tight' approach, we discovered in the fine print we needed 1800 RVR at touchdown! That was bad enough, but why weren't they using runway 28R where they had better RVR! They are asking for trouble when RVR on the other end of the same runway is better than the approach end. We misunderstood the legality charts in an honest effort to do the right thing. But, it could have been avoided if they were to land on 28R with an 1800 RVR on touchdown. Had we read the fine print earlier, we would have requested 28R.

Original NASA ASRS Text

Title: APCH BELOW MINIMUMR RV.

Narrative: VISIBILITY AT PIT WAS UP AND DOWN ALL DAY DUE TO DENSE FOG. UPON ARR AT PIT, RVR WAS 1200, TOUCHDOWN 1800, ROLL-OUT ON 10L. THE CAPT (PF) CONSULTED COMPANY LEGALITY CHARTS FOR CAT I ILS. CAT II PROC AT PIT NOT APPROVED FOR OUR AIRLINE. HE UNDERSTOOD AN RVR OF 1800 ANYWHERE ON LNDG RWY MADE US LEGAL FOR CAT I ON THAT RWY. LATER, ON THE GND AT PIT, AFTER A 'VERY TIGHT' APCH, WE DISCOVERED IN THE FINE PRINT WE NEEDED 1800 RVR AT TOUCHDOWN! THAT WAS BAD ENOUGH, BUT WHY WEREN'T THEY USING RWY 28R WHERE THEY HAD BETTER RVR! THEY ARE ASKING FOR TROUBLE WHEN RVR ON THE OTHER END OF THE SAME RWY IS BETTER THAN THE APCH END. WE MISUNDERSTOOD THE LEGALITY CHARTS IN AN HONEST EFFORT TO DO THE RIGHT THING. BUT, IT COULD HAVE BEEN AVOIDED IF THEY WERE TO LAND ON 28R WITH AN 1800 RVR ON TOUCHDOWN. HAD WE READ THE FINE PRINT EARLIER, WE WOULD HAVE REQUESTED 28R.

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.