|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : bur.airport|
|Altitude||msl single value : 3000|
|Controlling Facilities||tracon : sct.tracon|
|Operator||general aviation : corporate|
|Make Model Name||Falcon 50|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
|Route In Use||arrival : on vectors|
|Affiliation||company : corporate|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 125|
flight time total : 6700
flight time type : 600
|Affiliation||company : corporate|
|Function||flight crew : first officer|
|Qualification||pilot : multi engine|
pilot : commercial
pilot : instrument
|Anomaly||other spatial deviation|
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
We were on an IFR flight from sfo to bur at about 25 mi west of bur on the fernando 5 STAR. Passing toaks intersection, we were given a heading to intercept the localizer for runway 8 at bur. We were also given a descent to 3000 ft and to slow to 230 KTS. Airspeed now was 250 KIAS. We began a descent and speed reduction. We intercepted the localizer and leveled off at 3000 ft. Our airspeed was now 230 KTS with a 20-30 ft tailwind which was shown on our FMS. Shortly thereafter, we were told to reduce to 200 KTS. At this point we also had several TCASII alerts to contend with. The controller then told us we were too fast and to reduce to 180 KTS. Then shortly after that, he told us to reduce to 150 KTS. Note: this is a falcon 50 and does not slow instantaneously. Tailwind is now about 18 KTS. I had airbrakes and slats out at this point. The controller then said we were converging on traffic, and to make a left turn to 230 degrees. Airspeed now 180-185 KTS. We began a left turn. After about 50 degrees of turn, the controller came back, very excited at this point, and said he told us a 'right' turn and to now make a 360 degree turn to the right. I leveled the wings and began a turn to the right. About 20 degrees into the turn to the right, the controller then told us to now make a left turn to 360 degree heading and climb immediately to 4000 ft. I began my left turn and climbed to 4000 ft. The controller then told us to continue the left turn to intercept the localizer again. We were then cleared for the approach, WX was 10 mi visibility, and clear. Some of the things I think were contributing factors; 1) high volume of VFR traffic around vny and bur airport. 2) if airspeed and tailwind were a factor, then we should have been given vectors for spacing long before the situation progressed as far as it did. 3) the pilot in the right seat read back left turn to 230 degrees. We both heard left turn. If the controller had wanted to say right turn, he should have realized the mistake at the readback and corrected the situation at that time.
Original NASA ASRS Text
Title: A FALCON 50 FLC WAS ISSUED SEVERAL CLRNCS TO AVOID TFC NEAR BUR.
Narrative: WE WERE ON AN IFR FLT FROM SFO TO BUR AT ABOUT 25 MI W OF BUR ON THE FERNANDO 5 STAR. PASSING TOAKS INTXN, WE WERE GIVEN A HDG TO INTERCEPT THE LOC FOR RWY 8 AT BUR. WE WERE ALSO GIVEN A DSCNT TO 3000 FT AND TO SLOW TO 230 KTS. AIRSPD NOW WAS 250 KIAS. WE BEGAN A DSCNT AND SPD REDUCTION. WE INTERCEPTED THE LOC AND LEVELED OFF AT 3000 FT. OUR AIRSPD WAS NOW 230 KTS WITH A 20-30 FT TAILWIND WHICH WAS SHOWN ON OUR FMS. SHORTLY THEREAFTER, WE WERE TOLD TO REDUCE TO 200 KTS. AT THIS POINT WE ALSO HAD SEVERAL TCASII ALERTS TO CONTEND WITH. THE CTLR THEN TOLD US WE WERE TOO FAST AND TO REDUCE TO 180 KTS. THEN SHORTLY AFTER THAT, HE TOLD US TO REDUCE TO 150 KTS. NOTE: THIS IS A FALCON 50 AND DOES NOT SLOW INSTANTANEOUSLY. TAILWIND IS NOW ABOUT 18 KTS. I HAD AIRBRAKES AND SLATS OUT AT THIS POINT. THE CTLR THEN SAID WE WERE CONVERGING ON TFC, AND TO MAKE A L TURN TO 230 DEGS. AIRSPD NOW 180-185 KTS. WE BEGAN A L TURN. AFTER ABOUT 50 DEGS OF TURN, THE CTLR CAME BACK, VERY EXCITED AT THIS POINT, AND SAID HE TOLD US A 'R' TURN AND TO NOW MAKE A 360 DEG TURN TO THE R. I LEVELED THE WINGS AND BEGAN A TURN TO THE R. ABOUT 20 DEGS INTO THE TURN TO THE R, THE CTLR THEN TOLD US TO NOW MAKE A L TURN TO 360 DEG HDG AND CLB IMMEDIATELY TO 4000 FT. I BEGAN MY L TURN AND CLBED TO 4000 FT. THE CTLR THEN TOLD US TO CONTINUE THE L TURN TO INTERCEPT THE LOC AGAIN. WE WERE THEN CLRED FOR THE APCH, WX WAS 10 MI VISIBILITY, AND CLR. SOME OF THE THINGS I THINK WERE CONTRIBUTING FACTORS; 1) HIGH VOLUME OF VFR TFC AROUND VNY AND BUR ARPT. 2) IF AIRSPD AND TAILWIND WERE A FACTOR, THEN WE SHOULD HAVE BEEN GIVEN VECTORS FOR SPACING LONG BEFORE THE SIT PROGRESSED AS FAR AS IT DID. 3) THE PLT IN THE R SEAT READ BACK L TURN TO 230 DEGS. WE BOTH HEARD L TURN. IF THE CTLR HAD WANTED TO SAY R TURN, HE SHOULD HAVE REALIZED THE MISTAKE AT THE READBACK AND CORRECTED THE SIT AT THAT TIME.
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.