|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : ord|
|Altitude||msl bound lower : 3000|
msl bound upper : 3000
|Controlling Facilities||tracon : ord|
tracon : dfw
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Flight Phase||descent : approach|
|Route In Use||approach : visual|
|Function||flight crew : single pilot|
|Qualification||pilot : instrument|
pilot : private
|Experience||flight time last 90 days : 25|
flight time total : 3500
flight time type : 300
|Function||observation : observer|
|Qualification||pilot : private|
|Anomaly||non adherence : clearance|
|Independent Detector||other controllera|
|Resolutory Action||flight crew : returned to intended course or assigned course|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
WX cavu on approach to runway 9R at ord. Pilot in right seat had been flying aircraft prior to receiving clearance for visibility approach. Left seat (PIC) pilot took over flying upon receipt of clearance for visibility and right seat pilot took over radio duties. Approach clearance was to maintain 170 KTS to final approach fix, this restriction (to maintain 170 KT) was missed by both pilots. PIC began slowing aircraft to gear/flap speed of 150 KTS. Tower advised aircraft to return to approach controller who requested speed, and was advised that aircraft was at 150 KTS. This slow down occurred 1-2 mi west of final approach fix. Approach requested speed back to 170 KTS. Aircraft was accelerated back to 175 KTS to marker. No further comments made. Problem arose from 2 sources. Crew duty transition at receipt of approach clearance probably was distracting factor causing both pilots to miss the speed requirement. While multi-engine high performance reciprocating twin is capable of the speed requested, west/O speed brakes or spoilers, given the retention at altitudes 3000'-4000' close in, it is difficult to slow aircraft and descend close to marker when operating substantially above gear speed. If controller had allowed as little as one min more spacing (1-2 mi even) for faster following aircraft, reciprocating twins would have sufficient time to slow for gear flaps (150 KTS).
Original NASA ASRS Text
Title: GA SMA MISSES SPEED RESTRICTION ON APCH AT ORD.
Narrative: WX CAVU ON APCH TO RWY 9R AT ORD. PLT IN R SEAT HAD BEEN FLYING ACFT PRIOR TO RECEIVING CLRNC FOR VIS APCH. L SEAT (PIC) PLT TOOK OVER FLYING UPON RECEIPT OF CLRNC FOR VIS AND R SEAT PLT TOOK OVER RADIO DUTIES. APCH CLRNC WAS TO MAINTAIN 170 KTS TO FINAL APCH FIX, THIS RESTRICTION (TO MAINTAIN 170 KT) WAS MISSED BY BOTH PLTS. PIC BEGAN SLOWING ACFT TO GEAR/FLAP SPD OF 150 KTS. TWR ADVISED ACFT TO RETURN TO APCH CTLR WHO REQUESTED SPD, AND WAS ADVISED THAT ACFT WAS AT 150 KTS. THIS SLOW DOWN OCCURRED 1-2 MI W OF FINAL APCH FIX. APCH REQUESTED SPD BACK TO 170 KTS. ACFT WAS ACCELERATED BACK TO 175 KTS TO MARKER. NO FURTHER COMMENTS MADE. PROB AROSE FROM 2 SOURCES. CREW DUTY TRANSITION AT RECEIPT OF APCH CLRNC PROBABLY WAS DISTRACTING FACTOR CAUSING BOTH PLTS TO MISS THE SPD REQUIREMENT. WHILE MULTI-ENG HIGH PERFORMANCE RECIPROCATING TWIN IS CAPABLE OF THE SPD REQUESTED, W/O SPD BRAKES OR SPOILERS, GIVEN THE RETENTION AT ALTS 3000'-4000' CLOSE IN, IT IS DIFFICULT TO SLOW ACFT AND DSND CLOSE TO MARKER WHEN OPERATING SUBSTANTIALLY ABOVE GEAR SPD. IF CTLR HAD ALLOWED AS LITTLE AS ONE MIN MORE SPACING (1-2 MI EVEN) FOR FASTER FOLLOWING ACFT, RECIPROCATING TWINS WOULD HAVE SUFFICIENT TIME TO SLOW FOR GEAR FLAPS (150 KTS).
Data retrieved from NASA's ASRS site as of July 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.