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MD80 flight crew reported an early descent resulted in an airborne conflict that was complicated by the failure of the TCAS system.
| Attributes | |
| ACN | 1520097 |
| Time | |
| Date | 201802 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | AUS.TRACON |
| State Reference | TX |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | MD-80 Series (DC-9-80) Undifferentiated or Other Model |
| Flight Phase | Initial Approach |
| Route In Use | Direct STAR WLEEE 4 |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Component | |
| Aircraft Component | Traffic Collision Avoidance System (TCAS) |
| Person 1 | |
| Function | Flight Engineer / Second Officer Captain Pilot Flying |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Engineer |
| Experience | Flight Crew Last 90 Days 20 Flight Crew Total 18000 Flight Crew Type 5000 |
| Person 2 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 50 Flight Crew Total 20000 Flight Crew Type 16000 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Conflict Airborne Conflict Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance |
| Miss Distance | Vertical 500 |
Narrative:
During our descent into the aus area we were cleared to descend via the wleee 4 RNAV arrival. I was the pilot flying (PF). As I recall; we were inside biter and the controller asked us to maintain 8;000 feet. With such a short distance between waypoints (6.6; 4.8; 6.0) I had slowed to 230kts. To meet the restrictions over lukke (230 kts.; at or above 6;000 feet). Since the flight mode annunciator (FMA) indicated 8;000 feet and altitude hold; I had the pilot monitoring to set and arm 6;000 feet in anticipation to meeting the restrictions at basto (at or above 8;000 feet) and the restrictions at lukke. The controller called out traffic at our 11 O'clock position. While looking for the traffic; I glanced at the 6;000 feet in the FMA; thought I was late in my descent; and started to descend to make the 6;000 foot restriction at lukke. At approximately 7;500 feet the pilot monitoring (pm) called out the altitude deviation. Realizing my mistake; I initiated an immediate climb; at the same time the controller gave us instructions to climb immediately to 8;000 feet with a corrective heading. We never saw the traffic. The number 2 TCAS system never gave us a traffic advisory (TA) or a resolution advisory (RA). After landing at aus; the number 2 TCAS system was tested and failed; the number 1 TCAS tested normal.
Original NASA ASRS Text
Title: MD80 flight crew reported an early descent resulted in an airborne conflict that was complicated by the failure of the TCAS system.
Narrative: During our descent into the AUS area we were cleared to descend via the WLEEE 4 RNAV Arrival. I was the Pilot Flying (PF). As I recall; we were inside BITER and the Controller asked us to maintain 8;000 feet. With such a short distance between waypoints (6.6; 4.8; 6.0) I had slowed to 230kts. to meet the restrictions over LUKKE (230 kts.; at or above 6;000 feet). Since the Flight Mode Annunciator (FMA) indicated 8;000 feet and Altitude Hold; I had the Pilot Monitoring to set and arm 6;000 feet in anticipation to meeting the restrictions at BASTO (at or above 8;000 feet) and the restrictions at LUKKE. The Controller called out traffic at our 11 O'clock position. While looking for the traffic; I glanced at the 6;000 feet in the FMA; thought I was late in my descent; and started to descend to make the 6;000 foot restriction at LUKKE. At approximately 7;500 feet the Pilot Monitoring (PM) called out the altitude deviation. Realizing my mistake; I initiated an immediate climb; at the same time the Controller gave us instructions to climb immediately to 8;000 feet with a corrective heading. We never saw the traffic. The Number 2 TCAS system never gave us a Traffic Advisory (TA) or a Resolution Advisory (RA). After landing at AUS; the Number 2 TCAS system was tested and failed; the Number 1 TCAS tested normal.
Data retrieved from NASA's ASRS site 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.