|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : stl|
|Altitude||msl bound lower : 600|
msl bound upper : 1800
|Controlling Facilities||tower : stl|
|Make Model Name||Military Transport|
|Operating Under FAR Part||other : other|
|Navigation In Use||Other|
|Flight Phase||descent : approach|
|Affiliation||government : military|
|Function||oversight : pic|
|Qualification||pilot : atp|
pilot : military
|Experience||flight time last 90 days : 60|
flight time total : 3172
flight time type : 962
|Affiliation||government : military|
|Function||flight crew : first officer|
|Qualification||pilot : military|
|Anomaly||aircraft equipment problem : less severe|
non adherence : clearance
|Independent Detector||aircraft equipment other aircraft equipment : unspecified|
other flight crewa
|Air Traffic Incident||other|
I was aircraft commander sitting in the right seat (not flying) on military. We set up for, and were given an intercept heading to commence the stl lda/DME runway 30L. After intercept and initial tracking of the final course, the PF (left seat) stated that his CDI needle appeared to be frozen in place with no warning flag associated. A quick comparison between the left and right instruments verified that and I told him to make a right correction off my CDI while I checked the problem. Shortly after, we got a call to come left 15 degrees because we were going right of course while parallel approach was in progress to runway 30R. We immediately turned left 15 degrees and then broke out under the WX and visually acquired runway 30L and continued visually. At the time of the radio call to turn left, the right cockpit CDI was showing on course and I stated that we were showing on course and asked for verification. We were told that we were in fact angling right of course. The entire time (all the way to touchdown) the left CDI remained frozen on course during all the turns. I do not believe that we ever encroached upon the right runway approach corridor. After troubleshooting the aircraft and discussion with maintenance we believe that we experienced difficulty with the 110.55 frequency. All other frequencys used that day on 3 other flight legs worked fine.
Original NASA ASRS Text
Title: FLC OF AN MIL WDB FAILED TO FOLLOW THE LDA LOC COURSE DURING APCH RESULTING IN TWR INTERVENTION TO DIRECT THEM BACK ON COURSE AND PREVENT OVER RUNNING THE OTHER PARALLEL RWY FINAL.
Narrative: I WAS ACFT COMMANDER SITTING IN THE R SEAT (NOT FLYING) ON MIL. WE SET UP FOR, AND WERE GIVEN AN INTERCEPT HDG TO COMMENCE THE STL LDA/DME RWY 30L. AFTER INTERCEPT AND INITIAL TRACKING OF THE FINAL COURSE, THE PF (L SEAT) STATED THAT HIS CDI NEEDLE APPEARED TO BE FROZEN IN PLACE WITH NO WARNING FLAG ASSOCIATED. A QUICK COMPARISON BTWN THE L AND R INSTS VERIFIED THAT AND I TOLD HIM TO MAKE A R CORRECTION OFF MY CDI WHILE I CHKED THE PROB. SHORTLY AFTER, WE GOT A CALL TO COME L 15 DEGS BECAUSE WE WERE GOING R OF COURSE WHILE PARALLEL APCH WAS IN PROGRESS TO RWY 30R. WE IMMEDIATELY TURNED L 15 DEGS AND THEN BROKE OUT UNDER THE WX AND VISUALLY ACQUIRED RWY 30L AND CONTINUED VISUALLY. AT THE TIME OF THE RADIO CALL TO TURN L, THE R COCKPIT CDI WAS SHOWING ON COURSE AND I STATED THAT WE WERE SHOWING ON COURSE AND ASKED FOR VERIFICATION. WE WERE TOLD THAT WE WERE IN FACT ANGLING R OF COURSE. THE ENTIRE TIME (ALL THE WAY TO TOUCHDOWN) THE L CDI REMAINED FROZEN ON COURSE DURING ALL THE TURNS. I DO NOT BELIEVE THAT WE EVER ENCROACHED UPON THE R RWY APCH CORRIDOR. AFTER TROUBLESHOOTING THE ACFT AND DISCUSSION WITH MAINT WE BELIEVE THAT WE EXPERIENCED DIFFICULTY WITH THE 110.55 FREQ. ALL OTHER FREQS USED THAT DAY ON 3 OTHER FLT LEGS WORKED FINE.
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.