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A B757-200 flight crew lines up with the wrong runway at bna, choosing runway 2C versus runway 2L when making a manual, visual approach to runway 2L at bna, tn.
| Attributes | |
| ACN | 485509 |
| Time | |
| Date | 200009 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : bna.airport |
| State Reference | TN |
| Altitude | agl single value : 400 |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Controlling Facilities | tower : bna.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 02l |
| Flight Phase | descent : vacating altitude |
| Route In Use | approach : instrument precision arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : commercial |
| Experience | flight time last 90 days : 150 flight time total : 7000 flight time type : 2000 |
| ASRS Report | 485509 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 16000 flight time type : 20000 |
| ASRS Report | 484533 |
| Events | |
| Anomaly | aircraft equipment problem : less severe non adherence : clearance non adherence : company policies non adherence : published procedure other anomaly other spatial deviation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : issued advisory flight crew : executed go around |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Environmental Factor Airport Aircraft |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On sep/fri/00, flight was cleared visual approach to runway 2L at nashville. Captain disconnected autoplt to intercept the localizer to runway 2L. We were distracted by conditions at dusk making runway visual pick up more difficult. Plus, I was monitoring a fuel procedure on maintenance carry over. The lights were bright on runway 2C and that is the runway we actually did an approach to. I finally realized that was the wrong runway and said 'this is not right, let's go around' and at the same time tower told us to 'go around.' also there was a cessna who was cleared for position and hold runway 2C, but he refused because he saw us (smart guy). Poor airport briefing and lousy xchk was our problem, and also poor situational awareness. It could have been a lousy outcome. Went around and came back to runway 2L to normal landing. Therefore we know now that if conditions aren't right for a visual do not accept one and back up your instruments, even in VFR. Supplemental information from can 484533: cleared to intercept localizer to runway 2L. I armed the autoplt to intercept. Aircraft intercepted sloppily and started s-turning. Approach asked if runway in sight. We replied affirmative. Cleared visual approach to runway 2L. I disengaged the autoplt and dirtied the aircraft for landing. I fixated on the runway in front of me and began a descent to it. By this time I was struggling to get the airplane slowed so I could get landing flaps out. A go around was executed from about 400 ft AGL. Runway 2C is a new runway with much lighter concrete than runways 2L or 2R and extends much further south than runway 2L. It's the first runway you see especially under less than optimal visual conditions. It would help pilots under dusky overcast conditions to have the lights on runway 2L turned up bright to preclude this from happening.
Original NASA ASRS Text
Title: A B757-200 FLC LINES UP WITH THE WRONG RWY AT BNA, CHOOSING RWY 2C VERSUS RWY 2L WHEN MAKING A MANUAL, VISUAL APCH TO RWY 2L AT BNA, TN.
Narrative: ON SEP/FRI/00, FLT WAS CLRED VISUAL APCH TO RWY 2L AT NASHVILLE. CAPT DISCONNECTED AUTOPLT TO INTERCEPT THE LOC TO RWY 2L. WE WERE DISTRACTED BY CONDITIONS AT DUSK MAKING RWY VISUAL PICK UP MORE DIFFICULT. PLUS, I WAS MONITORING A FUEL PROC ON MAINT CARRY OVER. THE LIGHTS WERE BRIGHT ON RWY 2C AND THAT IS THE RWY WE ACTUALLY DID AN APCH TO. I FINALLY REALIZED THAT WAS THE WRONG RWY AND SAID 'THIS IS NOT RIGHT, LET'S GO AROUND' AND AT THE SAME TIME TWR TOLD US TO 'GO AROUND.' ALSO THERE WAS A CESSNA WHO WAS CLRED FOR POS AND HOLD RWY 2C, BUT HE REFUSED BECAUSE HE SAW US (SMART GUY). POOR ARPT BRIEFING AND LOUSY XCHK WAS OUR PROB, AND ALSO POOR SITUATIONAL AWARENESS. IT COULD HAVE BEEN A LOUSY OUTCOME. WENT AROUND AND CAME BACK TO RWY 2L TO NORMAL LNDG. THEREFORE WE KNOW NOW THAT IF CONDITIONS AREN'T RIGHT FOR A VISUAL DO NOT ACCEPT ONE AND BACK UP YOUR INSTS, EVEN IN VFR. SUPPLEMENTAL INFO FROM CAN 484533: CLRED TO INTERCEPT LOC TO RWY 2L. I ARMED THE AUTOPLT TO INTERCEPT. ACFT INTERCEPTED SLOPPILY AND STARTED S-TURNING. APCH ASKED IF RWY IN SIGHT. WE REPLIED AFFIRMATIVE. CLRED VISUAL APCH TO RWY 2L. I DISENGAGED THE AUTOPLT AND DIRTIED THE ACFT FOR LNDG. I FIXATED ON THE RWY IN FRONT OF ME AND BEGAN A DSCNT TO IT. BY THIS TIME I WAS STRUGGLING TO GET THE AIRPLANE SLOWED SO I COULD GET LNDG FLAPS OUT. A GAR WAS EXECUTED FROM ABOUT 400 FT AGL. RWY 2C IS A NEW RWY WITH MUCH LIGHTER CONCRETE THAN RWYS 2L OR 2R AND EXTENDS MUCH FURTHER S THAN RWY 2L. IT'S THE FIRST RWY YOU SEE ESPECIALLY UNDER LESS THAN OPTIMAL VISUAL CONDITIONS. IT WOULD HELP PLTS UNDER DUSKY OVCST CONDITIONS TO HAVE THE LIGHTS ON RWY 2L TURNED UP BRIGHT TO PRECLUDE THIS FROM HAPPENING.
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.