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Role reversal occurs in the cockpit when the first officer's GS indicator on the B737-700 fails when GS is alive for ILS runway 4R at ewr, nj.
| Attributes | |
| ACN | 561469 |
| Time | |
| Date | 200209 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : ewr.airport |
| State Reference | NJ |
| Altitude | msl bound lower : 1000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Rain |
| Light | Dusk |
| Aircraft 1 | |
| Controlling Facilities | tower : ewr.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B737-700 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 4r other |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 196 flight time total : 15000 flight time type : 2500 |
| ASRS Report | 561469 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | aircraft equipment problem : critical altitude deviation : undershoot non adherence : clearance other anomaly |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : overrode automation flight crew : regained aircraft control flight crew : returned to original clearance other |
| Consequence | other |
| Supplementary | |
| Problem Areas | Aircraft Airspace Structure Environmental Factor Flight Crew Human Performance |
| Primary Problem | Aircraft |
Narrative:
Crew had planned a practice automatic-land. After localizer intercept, second autoplt armed, captain called 'GS alive.' no GS indication on first officer side (PF). First officer said 'no GS indication.' at intercept, captain said to start down. Still no GS indication on first officer side. First officer said 'you have the aircraft, as I have no GS.' captain said 'I have the aircraft. Stand by for go around.' captain flew down to GS manually while first officer configured aircraft for landing (gear, flaps 15 degrees, 25 degrees, 35 degrees, target, and reset speed brake which had been pulled slightly aft of armed position). Aircraft stabilized by 1000 ft, normal landing. GS written up. Intermittent GS at 1300 ft and 1100 ft. Slide GS at 1000 ft to ground on first officer side. Possible airspeed exceedance on flaps 25 degree setting. Should this have been on automatic go around, even in CAT I conditions? Inoperative GS created high workload and rapid control xfer and confign.
Original NASA ASRS Text
Title: ROLE REVERSAL OCCURS IN THE COCKPIT WHEN THE FO'S GS INDICATOR ON THE B737-700 FAILS WHEN GS IS ALIVE FOR ILS RWY 4R AT EWR, NJ.
Narrative: CREW HAD PLANNED A PRACTICE AUTO-LAND. AFTER LOC INTERCEPT, SECOND AUTOPLT ARMED, CAPT CALLED 'GS ALIVE.' NO GS INDICATION ON FO SIDE (PF). FO SAID 'NO GS INDICATION.' AT INTERCEPT, CAPT SAID TO START DOWN. STILL NO GS INDICATION ON FO SIDE. FO SAID 'YOU HAVE THE ACFT, AS I HAVE NO GS.' CAPT SAID 'I HAVE THE ACFT. STAND BY FOR GAR.' CAPT FLEW DOWN TO GS MANUALLY WHILE FO CONFIGURED ACFT FOR LNDG (GEAR, FLAPS 15 DEGS, 25 DEGS, 35 DEGS, TARGET, AND RESET SPD BRAKE WHICH HAD BEEN PULLED SLIGHTLY AFT OF ARMED POS). ACFT STABILIZED BY 1000 FT, NORMAL LNDG. GS WRITTEN UP. INTERMITTENT GS AT 1300 FT AND 1100 FT. SLIDE GS AT 1000 FT TO GND ON FO SIDE. POSSIBLE AIRSPD EXCEEDANCE ON FLAPS 25 DEG SETTING. SHOULD THIS HAVE BEEN ON AUTOMATIC GAR, EVEN IN CAT I CONDITIONS? INOP GS CREATED HIGH WORKLOAD AND RAPID CTL XFER AND CONFIGN.
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.