|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : bna|
|Altitude||msl bound lower : 3000|
msl bound upper : 3000
|Controlling Facilities||tracon : bna|
tower : mdw
|Operator||general aviation : corporate|
|Make Model Name||Super King Air 200/Huron|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 60|
flight time total : 11500
flight time type : 1200
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Anomaly||non adherence : clearance|
other spatial deviation
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
End of long day. Been flying in cavu. Last approach of day. Coming into home base. I was very relaxed and complacent. We set up for ILS 2C and were on vectors for intercept. The left side GS is not visible from captain side. I had tuned #2 navigation to ILS so I would have GS back-up. PF asked me to change it back to bna VOR so he would have DME for GS step-downs. I had just reset #2 to VOR when the localizer needle started to come in. The autoplt began to track it (we had an assigned heading of 270 degrees). PF and I were both watching. Approach control asked us what we were doing as we were passing heading 330 degrees. The PF and I both realized we had not been cleared for the approach or cleared for intercept. The controller then gave us heading of 260 degrees to repos. We were then cleared to intercept then cleared for approach, which was successful and without further incident. 1) I was way too complacent and not keeping track of position clrncs. 2) I was distraction by the PF's request to retune #2 navigation. 3) we were both aware of false localizer indications but did not question the needle movement and since it has happened before, I assumed the controller had forgotten to turn us on time. No excuse for PNF to be so lax in radio monitor PF responsibilities. When I changed #2 navigation, I did not advise the PF of what I was doing. Before changing the #2 navigation to ILS, I should have engaged the DME hold feature, so we could both have distance measurements from the runway. I would be happier if left side GS information was visible from the right seat.
Original NASA ASRS Text
Title: VECTORED FOR ILS APCH, FLC STARTED TURN IN BEFORE CLRED TO INTERCEPT. CTLR INTERVENED, ASSIGNED A NEW HDG AND CLRED THEM FOR THE APCH.
Narrative: END OF LONG DAY. BEEN FLYING IN CAVU. LAST APCH OF DAY. COMING INTO HOME BASE. I WAS VERY RELAXED AND COMPLACENT. WE SET UP FOR ILS 2C AND WERE ON VECTORS FOR INTERCEPT. THE L SIDE GS IS NOT VISIBLE FROM CAPT SIDE. I HAD TUNED #2 NAV TO ILS SO I WOULD HAVE GS BACK-UP. PF ASKED ME TO CHANGE IT BACK TO BNA VOR SO HE WOULD HAVE DME FOR GS STEP-DOWNS. I HAD JUST RESET #2 TO VOR WHEN THE LOC NEEDLE STARTED TO COME IN. THE AUTOPLT BEGAN TO TRACK IT (WE HAD AN ASSIGNED HDG OF 270 DEGS). PF AND I WERE BOTH WATCHING. APCH CTL ASKED US WHAT WE WERE DOING AS WE WERE PASSING HDG 330 DEGS. THE PF AND I BOTH REALIZED WE HAD NOT BEEN CLRED FOR THE APCH OR CLRED FOR INTERCEPT. THE CTLR THEN GAVE US HDG OF 260 DEGS TO REPOS. WE WERE THEN CLRED TO INTERCEPT THEN CLRED FOR APCH, WHICH WAS SUCCESSFUL AND WITHOUT FURTHER INCIDENT. 1) I WAS WAY TOO COMPLACENT AND NOT KEEPING TRACK OF POS CLRNCS. 2) I WAS DISTR BY THE PF'S REQUEST TO RETUNE #2 NAV. 3) WE WERE BOTH AWARE OF FALSE LOC INDICATIONS BUT DID NOT QUESTION THE NEEDLE MOVEMENT AND SINCE IT HAS HAPPENED BEFORE, I ASSUMED THE CTLR HAD FORGOTTEN TO TURN US ON TIME. NO EXCUSE FOR PNF TO BE SO LAX IN RADIO MONITOR PF RESPONSIBILITIES. WHEN I CHANGED #2 NAV, I DID NOT ADVISE THE PF OF WHAT I WAS DOING. BEFORE CHANGING THE #2 NAV TO ILS, I SHOULD HAVE ENGAGED THE DME HOLD FEATURE, SO WE COULD BOTH HAVE DISTANCE MEASUREMENTS FROM THE RWY. I WOULD BE HAPPIER IF L SIDE GS INFO WAS VISIBLE FROM THE R SEAT.
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.