Narrative:

Executing the localizer back course runway 3R at luk. On the first approach, we got poor vectors along with lots of wind and turbulence, but was stabilized prior to FAF. The step-down to MDA was performed and 500 ft above MDA, the controller issued a low altitude alert. We stopped the descent and a few seconds later, did the missed. We then were vectored for a second approach which had better vectors and having a better idea of the wind and turbulence was stabilized further out. At that FAF we started the step-down to MDA. Again, the controller issued a low altitude alert 500 ft above MDA. Again we stopped our descent and a few seconds later performed the missed. On both the approachs, the crew could not determine why the low altitude alerts were issued. We decided to divert to cvg and try and figure out what happened. The next day, I spoke with luk tower personnel. They advised me that it is typical for aircraft to be issued the alerts (90% of aircraft) because of the way the radar and terrain is situated. I am currently working with the manager at cvg approach control at the request of the luk tower manager. It seems that the tower manager has had an ongoing dialog concerning this issue. Callback conversation with reporter revealed the following information: airport wind was 045 degrees at 40 KTS. This required an approach to runway 3R. The crew flew 2 approachs and got the low altitude alert at the same altitude both times. The warning was received at 1740 ft MSL or 500 ft above the published MDA of 1240 ft MSL.

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Original NASA ASRS Text

Title: CARJ CREW HAD CVG APCH CTL ISSUE A 'LOW ALT ALERT' ON 2 SEPARATE APCHS, WHILE FLYING THE LUK LOC (BACK COURSE) TO RWY 3R APCH. THE ACFT WAS 500 FT ABOVE THE PUBLISHED MDA ALT.

Narrative: EXECUTING THE LOC BACK COURSE RWY 3R AT LUK. ON THE FIRST APCH, WE GOT POOR VECTORS ALONG WITH LOTS OF WIND AND TURB, BUT WAS STABILIZED PRIOR TO FAF. THE STEP-DOWN TO MDA WAS PERFORMED AND 500 FT ABOVE MDA, THE CTLR ISSUED A LOW ALT ALERT. WE STOPPED THE DSCNT AND A FEW SECONDS LATER, DID THE MISSED. WE THEN WERE VECTORED FOR A SECOND APCH WHICH HAD BETTER VECTORS AND HAVING A BETTER IDEA OF THE WIND AND TURB WAS STABILIZED FURTHER OUT. AT THAT FAF WE STARTED THE STEP-DOWN TO MDA. AGAIN, THE CTLR ISSUED A LOW ALT ALERT 500 FT ABOVE MDA. AGAIN WE STOPPED OUR DSCNT AND A FEW SECONDS LATER PERFORMED THE MISSED. ON BOTH THE APCHS, THE CREW COULD NOT DETERMINE WHY THE LOW ALT ALERTS WERE ISSUED. WE DECIDED TO DIVERT TO CVG AND TRY AND FIGURE OUT WHAT HAPPENED. THE NEXT DAY, I SPOKE WITH LUK TWR PERSONNEL. THEY ADVISED ME THAT IT IS TYPICAL FOR ACFT TO BE ISSUED THE ALERTS (90% OF ACFT) BECAUSE OF THE WAY THE RADAR AND TERRAIN IS SITUATED. I AM CURRENTLY WORKING WITH THE MGR AT CVG APCH CTL AT THE REQUEST OF THE LUK TWR MGR. IT SEEMS THAT THE TWR MGR HAS HAD AN ONGOING DIALOG CONCERNING THIS ISSUE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: ARPT WIND WAS 045 DEGS AT 40 KTS. THIS REQUIRED AN APCH TO RWY 3R. THE CREW FLEW 2 APCHS AND GOT THE LOW ALT ALERT AT THE SAME ALT BOTH TIMES. THE WARNING WAS RECEIVED AT 1740 FT MSL OR 500 FT ABOVE THE PUBLISHED MDA OF 1240 FT MSL.

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.