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A crossing restr missed and an intercept of the wrong localizer at iad, during a high workload arrival with convective WX in the area.
| Attributes | |
| ACN | 521920 |
| Time | |
| Date | 200108 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | intersection : falko |
| State Reference | VA |
| Altitude | msl bound lower : 10000 msl bound upper : 15000 |
| Environment | |
| Flight Conditions | Marginal |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Regional Jet CL65, Undifferentiated or Other Model |
| Flight Phase | descent : approach |
| Route In Use | arrival star : coatt 4 |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 120 flight time total : 3700 flight time type : 120 |
| ASRS Report | 521920 |
| Events | |
| Anomaly | altitude deviation : crossing restriction not met inflight encounter : weather non adherence : clearance other spatial deviation |
| Resolutory Action | none taken : anomaly accepted |
| Supplementary | |
| Problem Areas | Weather Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Established on the coatt 4 arrival into iad level at 15000 ft ms. We were given a crossing clearance of 250 KTS, 10000 ft, at falko intersection. At the time, we were deviating around thunderstorms which caused us to miss our crossing clearance. At this time the autoplt was disconnected to assist in deviating around WX. A high rate of descent, the descent and approach checklist, changing frequencys to approach, thunderstorms, vectoring for approach and a very high workload caused us to intercept the localizer for runway 1R instead of runway 1L. We originally briefed visual runway 1R and during this transition, we were cleared for ILS runway 1L. In my opinion, a high workload, caused us to intercept the localizer for runway 14 instead of runway 1L. Nothing was mentioned by ZDC or dulles approach that would cause me to think that safety was compromised. This was a tremendous learning experienced for me, medium time pilot, with little crew (airline) experience.
Original NASA ASRS Text
Title: A XING RESTR MISSED AND AN INTERCEPT OF THE WRONG LOC AT IAD, DURING A HIGH WORKLOAD ARR WITH CONVECTIVE WX IN THE AREA.
Narrative: ESTABLISHED ON THE COATT 4 ARR INTO IAD LEVEL AT 15000 FT MS. WE WERE GIVEN A XING CLRNC OF 250 KTS, 10000 FT, AT FALKO INTXN. AT THE TIME, WE WERE DEVIATING AROUND TSTMS WHICH CAUSED US TO MISS OUR XING CLRNC. AT THIS TIME THE AUTOPLT WAS DISCONNECTED TO ASSIST IN DEVIATING AROUND WX. A HIGH RATE OF DSCNT, THE DSCNT AND APCH CHKLIST, CHANGING FREQS TO APCH, TSTMS, VECTORING FOR APCH AND A VERY HIGH WORKLOAD CAUSED US TO INTERCEPT THE LOC FOR RWY 1R INSTEAD OF RWY 1L. WE ORIGINALLY BRIEFED VISUAL RWY 1R AND DURING THIS TRANSITION, WE WERE CLRED FOR ILS RWY 1L. IN MY OPINION, A HIGH WORKLOAD, CAUSED US TO INTERCEPT THE LOC FOR RWY 14 INSTEAD OF RWY 1L. NOTHING WAS MENTIONED BY ZDC OR DULLES APCH THAT WOULD CAUSE ME TO THINK THAT SAFETY WAS COMPROMISED. THIS WAS A TREMENDOUS LEARNING EXPERIENCED FOR ME, MEDIUM TIME PLT, WITH LITTLE CREW (AIRLINE) EXPERIENCE.
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.