F100 flight crew initiate evasive maneuver as dfw controller advises flight crew of parallel B737 tr...

Attributes
ACN	508083
Time
Date	200104
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl single value : 4000
Environment
Flight Conditions	VMC VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	Fokker 100
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer only : 35c
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d10.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 : straight in
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 3500 flight time type : 300
ASRS Report	508083
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne less severe non adherence : clearance other spatial deviation
Independent Detector	atc equipment other atc equipment : radar aircraft equipment : tcas other controllera other flight crewa
Resolutory Action	controller : issued advisory flight crew : became reoriented flight crew : overrode automation flight crew : returned to intended or assigned course
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were arriving into dfw via the bonham 3 STAR. At stonz intersection, we were given a heading of 180 degrees and the STAR speed of 210 KTS. This put us on a downwind for landing north at dfw. We were told to expect runway 35C and the autoplt was on. We were given another descent and told to expect an 8 mi final, visual approach. A min or 2 later, we were given a heading of 270 degrees and descent to 4000 ft. This put us on a base leg to final. The approach frequency was busy as usual and we continued on our assigned heading and speed of 210 KTS while getting closer to the extended centerline. Approach told us to turn to a 290 degree heading and asked if we saw the airport. We told them yes and they cleared us for the visual approach to runway 35C. While this was happening. We were just to the right of the localizer. I selected 'land mode' to capture the localizer and I selected a lower airspeed. When the airplane captured the localizer, we had flown through it and was correcting back with a right turn. At this time, I turned off the autoplt and hand flew it back to the localizer. While we were correcting back due to our late clearance for the approach from the controller, we received a TA on TCASII off our left wing. The controller told us that there was a B737 established on final for runway 36L and for us to 'correct' back to the localizer for runway 35C. We replied that we were correcting and we proceeded to land with no other difficulties. This was a result of the controller giving us our clearance for a visual approach too close to the extended centerline. There was also a wind from the northeast that was blowing us across the localizer, and our airspeed still at the assigned 210 KTS. The controller did not take this into account. With that said, I could have done some things differently also. We could have asked for a slower airspeed, however, the frequency was very busy. Also, I should have turned off the autoplt earlier and hand flown the base leg. We would have still flown through the localizer, but we most likely would have made it back a little quicker. This is another example of a busy approach control, a late clearance, and flying the airplane with its automation instead of going back to basics and hand flying the tight approach. As I stated earlier, we landed with no problems, the B737 landed with no problems, and nothing else was said. We only received a TA on TCASII, never an RA.

Original NASA ASRS Text

Title: F100 FLC INITIATE EVASIVE MANEUVER AS DFW CTLR ADVISES FLC OF PARALLEL B737 TFC TO ANOTHER RWY DURING CLOSE TURN IN VISUAL APCH TO RWY 35C.

Narrative: WE WERE ARRIVING INTO DFW VIA THE BONHAM 3 STAR. AT STONZ INTXN, WE WERE GIVEN A HDG OF 180 DEGS AND THE STAR SPD OF 210 KTS. THIS PUT US ON A DOWNWIND FOR LNDG N AT DFW. WE WERE TOLD TO EXPECT RWY 35C AND THE AUTOPLT WAS ON. WE WERE GIVEN ANOTHER DSCNT AND TOLD TO EXPECT AN 8 MI FINAL, VISUAL APCH. A MIN OR 2 LATER, WE WERE GIVEN A HDG OF 270 DEGS AND DSCNT TO 4000 FT. THIS PUT US ON A BASE LEG TO FINAL. THE APCH FREQ WAS BUSY AS USUAL AND WE CONTINUED ON OUR ASSIGNED HDG AND SPD OF 210 KTS WHILE GETTING CLOSER TO THE EXTENDED CTRLINE. APCH TOLD US TO TURN TO A 290 DEG HDG AND ASKED IF WE SAW THE ARPT. WE TOLD THEM YES AND THEY CLRED US FOR THE VISUAL APCH TO RWY 35C. WHILE THIS WAS HAPPENING. WE WERE JUST TO THE R OF THE LOC. I SELECTED 'LAND MODE' TO CAPTURE THE LOC AND I SELECTED A LOWER AIRSPD. WHEN THE AIRPLANE CAPTURED THE LOC, WE HAD FLOWN THROUGH IT AND WAS CORRECTING BACK WITH A R TURN. AT THIS TIME, I TURNED OFF THE AUTOPLT AND HAND FLEW IT BACK TO THE LOC. WHILE WE WERE CORRECTING BACK DUE TO OUR LATE CLRNC FOR THE APCH FROM THE CTLR, WE RECEIVED A TA ON TCASII OFF OUR L WING. THE CTLR TOLD US THAT THERE WAS A B737 ESTABLISHED ON FINAL FOR RWY 36L AND FOR US TO 'CORRECT' BACK TO THE LOC FOR RWY 35C. WE REPLIED THAT WE WERE CORRECTING AND WE PROCEEDED TO LAND WITH NO OTHER DIFFICULTIES. THIS WAS A RESULT OF THE CTLR GIVING US OUR CLRNC FOR A VISUAL APCH TOO CLOSE TO THE EXTENDED CTRLINE. THERE WAS ALSO A WIND FROM THE NE THAT WAS BLOWING US ACROSS THE LOC, AND OUR AIRSPD STILL AT THE ASSIGNED 210 KTS. THE CTLR DID NOT TAKE THIS INTO ACCOUNT. WITH THAT SAID, I COULD HAVE DONE SOME THINGS DIFFERENTLY ALSO. WE COULD HAVE ASKED FOR A SLOWER AIRSPD, HOWEVER, THE FREQ WAS VERY BUSY. ALSO, I SHOULD HAVE TURNED OFF THE AUTOPLT EARLIER AND HAND FLOWN THE BASE LEG. WE WOULD HAVE STILL FLOWN THROUGH THE LOC, BUT WE MOST LIKELY WOULD HAVE MADE IT BACK A LITTLE QUICKER. THIS IS ANOTHER EXAMPLE OF A BUSY APCH CTL, A LATE CLRNC, AND FLYING THE AIRPLANE WITH ITS AUTOMATION INSTEAD OF GOING BACK TO BASICS AND HAND FLYING THE TIGHT APCH. AS I STATED EARLIER, WE LANDED WITH NO PROBS, THE B737 LANDED WITH NO PROBS, AND NOTHING ELSE WAS SAID. WE ONLY RECEIVED A TA ON TCASII, NEVER AN RA.

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.

F100 flight crew initiate evasive maneuver as dfw controller advises flight crew of parallel B737 traffic to another runway during close turn in visual approach to runway 35C.