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A B737-200 flight crew was incorrectly given a visual approach. Aircraft had to go around due to another aircraft on final.
| Attributes | |
| ACN | 433408 |
| Time | |
| Date | 199904 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : iad.airport |
| State Reference | DC |
| Altitude | msl bound lower : 3000 msl bound upper : 4000 |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-200 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : approach |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : iad.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : flight engineer pilot : instrument pilot : multi engine pilot : commercial |
| Experience | flight time last 90 days : 250 flight time total : 16000 flight time type : 10000 |
| ASRS Report | 433408 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial pilot : multi engine |
| Events | |
| Anomaly | conflict : airborne less severe other anomaly other |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | controller : issued new clearance flight crew : executed go around |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 4000 vertical : 1500 |
| Supplementary | |
| Problem Areas | ATC Human Performance |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | other |
Narrative:
Captain was PF. We were told by iad approach to depart barin (on coatt 3 arrival) on a heading of 005 degrees for the ILS to runway 19L. On downwind at 4000 ft, 210 KTS, we were turned over to final controller. He then cleared us for a visual approach to runway 19R. The first officer verified the clearance by stating 'cleared for a visual approach to runway 19R.' I configured the aircraft for landing on base leg and did the checklists. I remember crossing runway 19L centerline about 10 mi out on a heading of 270 degrees, flaps 25 degrees, slowing to 150 KTS. First officer then pointed out there was an aircraft below us and out to our left front. It was on final for runway 19R. I immediately added power to stop descent and made a normal 25 degree bank turn to the right (northwest). At no time were we close to the other aircraft. The aircraft appeared to be at least 1000-1500 ft below us and at least 1/2 - 3/4 mi away to our left and below. The TCASII did come on after I had already made my turn and descent. The alert said 'monitor vertical speed' then immediately went away. The other jet made no turns, but continued on final approach for runway 19R. The final controller told us if we still had iad approach in sight that we were cleared for the visual for runway 19L. We were then told to contact iad tower and land, which we did. Factors: 1) I talked to iad approach supervisor. He said they were wrong in giving us a visual approach clearance to runway 19R. The tapes were reviewed. We followed ATC instructions and procedures correctly. They were in the wrong and we were correct and without fault in the incident. 2) approach was in process of turning approach around from landing on runway 19 to landing on runway 1. The other aircraft and us were the last 2 aircraft to land on runway 19. There was confusion by the controllers on handling our aircraft and other aircraft.
Original NASA ASRS Text
Title: A B737-200 FLC WAS INCORRECTLY GIVEN A VISUAL APCH. ACFT HAD TO GO AROUND DUE TO ANOTHER ACFT ON FINAL.
Narrative: CAPT WAS PF. WE WERE TOLD BY IAD APCH TO DEPART BARIN (ON COATT 3 ARR) ON A HDG OF 005 DEGS FOR THE ILS TO RWY 19L. ON DOWNWIND AT 4000 FT, 210 KTS, WE WERE TURNED OVER TO FINAL CTLR. HE THEN CLRED US FOR A VISUAL APCH TO RWY 19R. THE FO VERIFIED THE CLRNC BY STATING 'CLRED FOR A VISUAL APCH TO RWY 19R.' I CONFIGURED THE ACFT FOR LNDG ON BASE LEG AND DID THE CHKLISTS. I REMEMBER XING RWY 19L CTRLINE ABOUT 10 MI OUT ON A HDG OF 270 DEGS, FLAPS 25 DEGS, SLOWING TO 150 KTS. FO THEN POINTED OUT THERE WAS AN ACFT BELOW US AND OUT TO OUR L FRONT. IT WAS ON FINAL FOR RWY 19R. I IMMEDIATELY ADDED PWR TO STOP DSCNT AND MADE A NORMAL 25 DEG BANK TURN TO THE R (NW). AT NO TIME WERE WE CLOSE TO THE OTHER ACFT. THE ACFT APPEARED TO BE AT LEAST 1000-1500 FT BELOW US AND AT LEAST 1/2 - 3/4 MI AWAY TO OUR L AND BELOW. THE TCASII DID COME ON AFTER I HAD ALREADY MADE MY TURN AND DSCNT. THE ALERT SAID 'MONITOR VERT SPD' THEN IMMEDIATELY WENT AWAY. THE OTHER JET MADE NO TURNS, BUT CONTINUED ON FINAL APCH FOR RWY 19R. THE FINAL CTLR TOLD US IF WE STILL HAD IAD APCH IN SIGHT THAT WE WERE CLRED FOR THE VISUAL FOR RWY 19L. WE WERE THEN TOLD TO CONTACT IAD TWR AND LAND, WHICH WE DID. FACTORS: 1) I TALKED TO IAD APCH SUPVR. HE SAID THEY WERE WRONG IN GIVING US A VISUAL APCH CLRNC TO RWY 19R. THE TAPES WERE REVIEWED. WE FOLLOWED ATC INSTRUCTIONS AND PROCS CORRECTLY. THEY WERE IN THE WRONG AND WE WERE CORRECT AND WITHOUT FAULT IN THE INCIDENT. 2) APCH WAS IN PROCESS OF TURNING APCH AROUND FROM LNDG ON RWY 19 TO LNDG ON RWY 1. THE OTHER ACFT AND US WERE THE LAST 2 ACFT TO LAND ON RWY 19. THERE WAS CONFUSION BY THE CTLRS ON HANDLING OUR ACFT AND OTHER ACFT.
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.