|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : hut.airport|
|Altitude||msl single value : 4000|
|Controlling Facilities||artcc : zkc.artcc|
|Operator||general aviation : corporate|
|Make Model Name||Super King Air 200 HDC|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
|Affiliation||company : corporate|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 150|
flight time total : 12850
flight time type : 4500
|Affiliation||company : corporate|
|Function||flight crew : first officer|
|Anomaly||inflight encounter : weather|
|Independent Detector||atc equipment other atc equipment : radar|
|Resolutory Action||controller : issued new clearance|
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
|Primary Problem||ATC Human Performance|
The purpose of this flight was to verify the function of 2 installed GPS system. During the course of the flight, which was conducted from bec to hut and back to bec, I flew 3 GPS approachs an held 3 times. After leveling at 5000 ft and describing the test requirements to the ATC controller, I was cleared for the GPS runway 31 approach at hut. I changed frequencys and the controller was very busy and canceled my approach and told me to hold as published over the VOR. I was less than 2 mins from the VOR and I proceeded to the VOR and entered the hold. I made 1 turn in holding and was cleared for the GPS runway 31 approach again, whereupon I turned and proceeded to the IAF of a 'T' style GPS approach. Upon arriving at the turn point for turning to final, the controller asked me to proceed outbound again, so I turned to go out to the IAF for the approach again. The controller asked me to proceed outbound again, which I did. He then cleared me for the approach and the missed procedures were to climb to 4000 ft and fly runway heading. During the missed at approximately 2 mi from the NDB, the controller cleared me to hold there as published. I entered the hold and made 2 turns and was then cleared for the GPS runway 13 approach and when I completed the approach, I was given radar vectors to the GPS runway 36 approach at bec. This was a most confusing flight to me and perhaps to the controller. There were 2 clrncs to hold with less than the requisite time for planning as set forth in the controller's manual. There was also the unorthodox method of 'holding' where the controller requested that I turn outbound again. There was clearance for approach and cancellation of the same several times during this flight. I am sure that the WX exacerbated the problems, however, I believe the flight could have gone much more smoothly had the second controller stuck with the plan that my first controller and I had agreed upon. There were far too many changes and redirections during this flight!
Original NASA ASRS Text
Title: BE20 FLT TEST CREW CHALLENGES ZKC CTLR'S METHOD AND TIMELINESS OF ISSUED HOLDING AND CTL INSTRUCTIONS.
Narrative: THE PURPOSE OF THIS FLT WAS TO VERIFY THE FUNCTION OF 2 INSTALLED GPS SYS. DURING THE COURSE OF THE FLT, WHICH WAS CONDUCTED FROM BEC TO HUT AND BACK TO BEC, I FLEW 3 GPS APCHS AN HELD 3 TIMES. AFTER LEVELING AT 5000 FT AND DESCRIBING THE TEST REQUIREMENTS TO THE ATC CTLR, I WAS CLRED FOR THE GPS RWY 31 APCH AT HUT. I CHANGED FREQS AND THE CTLR WAS VERY BUSY AND CANCELED MY APCH AND TOLD ME TO HOLD AS PUBLISHED OVER THE VOR. I WAS LESS THAN 2 MINS FROM THE VOR AND I PROCEEDED TO THE VOR AND ENTERED THE HOLD. I MADE 1 TURN IN HOLDING AND WAS CLRED FOR THE GPS RWY 31 APCH AGAIN, WHEREUPON I TURNED AND PROCEEDED TO THE IAF OF A 'T' STYLE GPS APCH. UPON ARRIVING AT THE TURN POINT FOR TURNING TO FINAL, THE CTLR ASKED ME TO PROCEED OUTBOUND AGAIN, SO I TURNED TO GO OUT TO THE IAF FOR THE APCH AGAIN. THE CTLR ASKED ME TO PROCEED OUTBOUND AGAIN, WHICH I DID. HE THEN CLRED ME FOR THE APCH AND THE MISSED PROCS WERE TO CLB TO 4000 FT AND FLY RWY HEADING. DURING THE MISSED AT APPROX 2 MI FROM THE NDB, THE CTLR CLRED ME TO HOLD THERE AS PUBLISHED. I ENTERED THE HOLD AND MADE 2 TURNS AND WAS THEN CLRED FOR THE GPS RWY 13 APCH AND WHEN I COMPLETED THE APCH, I WAS GIVEN RADAR VECTORS TO THE GPS RWY 36 APCH AT BEC. THIS WAS A MOST CONFUSING FLT TO ME AND PERHAPS TO THE CTLR. THERE WERE 2 CLRNCS TO HOLD WITH LESS THAN THE REQUISITE TIME FOR PLANNING AS SET FORTH IN THE CTLR'S MANUAL. THERE WAS ALSO THE UNORTHODOX METHOD OF 'HOLDING' WHERE THE CTLR REQUESTED THAT I TURN OUTBOUND AGAIN. THERE WAS CLRNC FOR APCH AND CANCELLATION OF THE SAME SEVERAL TIMES DURING THIS FLT. I AM SURE THAT THE WX EXACERBATED THE PROBS, HOWEVER, I BELIEVE THE FLT COULD HAVE GONE MUCH MORE SMOOTHLY HAD THE SECOND CTLR STUCK WITH THE PLAN THAT MY FIRST CTLR AND I HAD AGREED UPON. THERE WERE FAR TOO MANY CHANGES AND REDIRECTIONS DURING THIS FLT!
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.