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A low time pilot, flying a 141 school's C172RG, was unable to recognize an overwhelming loss of instrumentation while on the ILS runway 23L at rdu.
| Attributes | |
| ACN | 570261 |
| Time | |
| Date | 200302 |
| Day | Sun |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : rdu.airport |
| State Reference | NC |
| Altitude | msl bound lower : 685 msl bound upper : 1800 |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : orf.tracon tracon : rdu.tracon tower : rdu.tower tower : gri.tower |
| Operator | general aviation : instructional |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | other : 141 |
| Navigation In Use | ils localizer & glide slope : 23l other vortac |
| Flight Phase | descent : approach landing : missed approach |
| Route In Use | approach : instrument precision arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | other |
| Function | flight crew : single pilot |
| Qualification | pilot : instrument pilot : multi engine pilot : commercial |
| Experience | flight time last 90 days : 24 flight time total : 366 flight time type : 189 |
| ASRS Report | 570261 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : local |
| Events | |
| Anomaly | aircraft equipment problem : critical non adherence : clearance non adherence : far non adherence : published procedure other anomaly other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | controller : provided flight assist flight crew : diverted to another airport |
| Consequence | faa : reviewed incident with flight crew other |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Aircraft Maintenance Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
On approach to runway 23L at rdu, localizer identify was faint, GS was inoperative, and navigation #1 and navigation #2 were erratic. After going missed, I discovered the directional gyro was off more than 30 degrees. At this time, I requested to use runway 23R at rdu. Once again, the same indications arose. Again, I attempted another ILS runway 23R at rdu with the DME starting to flicker intermittently. At this point, raleigh TRACON put me at 5000 ft. I switched over to FSS to ask for area of known VFR conditions. Then raleigh TRACON put me on a heading for elizabeth city, nc. Raleigh TRACON gave me a number to phone once on the ground. Raleigh TRACON handed me off to norfolk approach. Norfolk approach asked me what heading was I on. I said '100 degrees' and directional gyro and compass at the time agreed. Norfolk approach then notified me that I was not on a 100 degree heading. At this time it was evident both navigation's GS, directional gyro, DME, and compass were not reliable. Norfolk approach then gave me a no-gyro command to land at elizabeth city, nc. A repair station found the GS inoperative, a weak navigation #1, navigation #1 totally inoperative, DME tuning. Maintenance departure found directional gyro precessing constantly. In hindsight, I should have declared an emergency and landed at rdu.
Original NASA ASRS Text
Title: A LOW TIME PLT, FLYING A 141 SCHOOL'S C172RG, WAS UNABLE TO RECOGNIZE AN OVERWHELMING LOSS OF INSTRUMENTATION WHILE ON THE ILS RWY 23L AT RDU.
Narrative: ON APCH TO RWY 23L AT RDU, LOC IDENT WAS FAINT, GS WAS INOP, AND NAV #1 AND NAV #2 WERE ERRATIC. AFTER GOING MISSED, I DISCOVERED THE DIRECTIONAL GYRO WAS OFF MORE THAN 30 DEGS. AT THIS TIME, I REQUESTED TO USE RWY 23R AT RDU. ONCE AGAIN, THE SAME INDICATIONS AROSE. AGAIN, I ATTEMPTED ANOTHER ILS RWY 23R AT RDU WITH THE DME STARTING TO FLICKER INTERMITTENTLY. AT THIS POINT, RALEIGH TRACON PUT ME AT 5000 FT. I SWITCHED OVER TO FSS TO ASK FOR AREA OF KNOWN VFR CONDITIONS. THEN RALEIGH TRACON PUT ME ON A HDG FOR ELIZABETH CITY, NC. RALEIGH TRACON GAVE ME A NUMBER TO PHONE ONCE ON THE GND. RALEIGH TRACON HANDED ME OFF TO NORFOLK APCH. NORFOLK APCH ASKED ME WHAT HDG WAS I ON. I SAID '100 DEGS' AND DIRECTIONAL GYRO AND COMPASS AT THE TIME AGREED. NORFOLK APCH THEN NOTIFIED ME THAT I WAS NOT ON A 100 DEG HDG. AT THIS TIME IT WAS EVIDENT BOTH NAV'S GS, DIRECTIONAL GYRO, DME, AND COMPASS WERE NOT RELIABLE. NORFOLK APCH THEN GAVE ME A NO-GYRO COMMAND TO LAND AT ELIZABETH CITY, NC. A REPAIR STATION FOUND THE GS INOP, A WEAK NAV #1, NAV #1 TOTALLY INOP, DME TUNING. MAINT DEP FOUND DIRECTIONAL GYRO PRECESSING CONSTANTLY. IN HINDSIGHT, I SHOULD HAVE DECLARED AN EMER AND LANDED AT RDU.
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.