|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : bur|
|Altitude||msl bound lower : 5000|
msl bound upper : 5000
|Controlling Facilities||tracon : lax|
|Operator||common carrier : air carrier|
|Make Model Name||Commercial Fixed Wing|
|Operating Under FAR Part||Part 121|
|Flight Phase||descent : approach|
|Route In Use||enroute : on vectors|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 225|
flight time total : 10000
flight time type : 2500
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
pilot : instrument
|Anomaly||other spatial deviation|
|Independent Detector||aircraft equipment other aircraft equipment : unspecified|
|Resolutory Action||flight crew : exited adverse environment|
|Air Traffic Incident||other|
On radar vectors for landing runway 15 at bur, ATIS reported cavu, winds 150 degrees at 10 KTS. Approach was giving us radar vectors for the stacks visual approach, cleared us to 5000 ft, and commented that high terrain ahead may give us a ground proximity warning. The GPWS sounded as we crossed over the high terrain about 1000 ft below us. Then the controller turned us northeast, away from the runway, and toward more high terrain for spacing on another airplane. I asked if this was a safe altitude for this heading, since the mountains were dark and not readily visible. She replied it was, and eventually turned us back toward the airport. Again the GPWS sounded 'terrain, terrain' and we initiated a climb and advised ATC. Eventually we got the airport back in sight, but were too close and too high, and needed to maneuver to lose altitude. After turning away from the airport and the distractions with the terrain, it was very difficult to find the runway again. Recommendations: ATC should not vector an aircraft at an altitude where the GPWS will issue a terrain warning. Use higher altitude! Secondly, when 2 aircraft are approaching the same airport, don't vector the closer one out over high terrain at night. Finally, DME should be available at all airports serving high speed jet acrs. Thanks for your efforts in aviation safety.
Original NASA ASRS Text
Title: ACR MLG ON VECTOR RWY 15 GOT GPWS WARNING ACCOUNT HIGH TERRAIN. CTLR ADVISED HAD ADEQUATE CLRNC. AGAIN VECTORED OFF THE APCH FOR SPACING AND GPWS WARNING, ELECTED TO CLB. ENDED UP HIGH ON APCH AND HAD TO MANEUVER TO MAKE THE APCH.
Narrative: ON RADAR VECTORS FOR LNDG RWY 15 AT BUR, ATIS RPTED CAVU, WINDS 150 DEGS AT 10 KTS. APCH WAS GIVING US RADAR VECTORS FOR THE STACKS VISUAL APCH, CLRED US TO 5000 FT, AND COMMENTED THAT HIGH TERRAIN AHEAD MAY GIVE US A GND PROX WARNING. THE GPWS SOUNDED AS WE CROSSED OVER THE HIGH TERRAIN ABOUT 1000 FT BELOW US. THEN THE CTLR TURNED US NE, AWAY FROM THE RWY, AND TOWARD MORE HIGH TERRAIN FOR SPACING ON ANOTHER AIRPLANE. I ASKED IF THIS WAS A SAFE ALT FOR THIS HDG, SINCE THE MOUNTAINS WERE DARK AND NOT READILY VISIBLE. SHE REPLIED IT WAS, AND EVENTUALLY TURNED US BACK TOWARD THE ARPT. AGAIN THE GPWS SOUNDED 'TERRAIN, TERRAIN' AND WE INITIATED A CLB AND ADVISED ATC. EVENTUALLY WE GOT THE ARPT BACK IN SIGHT, BUT WERE TOO CLOSE AND TOO HIGH, AND NEEDED TO MANEUVER TO LOSE ALT. AFTER TURNING AWAY FROM THE ARPT AND THE DISTRACTIONS WITH THE TERRAIN, IT WAS VERY DIFFICULT TO FIND THE RWY AGAIN. RECOMMENDATIONS: ATC SHOULD NOT VECTOR AN ACFT AT AN ALT WHERE THE GPWS WILL ISSUE A TERRAIN WARNING. USE HIGHER ALT! SECONDLY, WHEN 2 ACFT ARE APCHING THE SAME ARPT, DON'T VECTOR THE CLOSER ONE OUT OVER HIGH TERRAIN AT NIGHT. FINALLY, DME SHOULD BE AVAILABLE AT ALL ARPTS SERVING HIGH SPD JET ACRS. THANKS FOR YOUR EFFORTS IN AVIATION SAFETY.
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.