|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0001 To 0600|
|Locale Reference||airport : buf.airport|
|Altitude||agl single value : 0|
|Controlling Facilities||tower : phx.tower|
|Operator||common carrier : air carrier|
|Make Model Name||EMB ERJ 145 ER&LR|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : preflight|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 240|
flight time type : 2900
|Affiliation||company : air carrier|
|Anomaly||non adherence : company policies|
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Problem Areas||Chart Or Publication|
Flight Crew Human Performance
|Primary Problem||Chart Or Publication|
We were flying the aircraft that had the #2 pack deferred; but upon arrival at buf we discovered we had been filed for FL360. I contacted dispatch to get new performance data on my cell phone (as we were already late and the fueler needed to know how much gas we could take and the gate agent needed to start accommodating weight restrs). We had a very high fuel load due to the low altitude restr and were very performance critical. I examined the performance data after I'd gotten new 'numbers;' and we would be utilizing a to takeoff from runway 14. The departure procedure numbers allowed a higher takeoff weight; but I remembered another pilot telling me that buf had a single engine departure procedure which was necessary to utilize the departure procedure numbers and that the departure procedure number on the apg chart did not mean the buf 1 departure like I otherwise would have thought. I contacted dispatch again and amended the release again to include the following: 'single engine departure procedure 14: climb straight ahead jimum (ibnq ILS 136 degree radial 5.9 DME); climb in holding pattern jimum southeast right turns 316 degrees inbound.' jimum was phonetically spelled several times for clarity. As we neared pushback; I attempted to identify the jimum intersection for the departure briefing; but I could not find it on the ILS approach to runway 32 or any local charts; and the FMS did not have the intersection in the database. The fix appeared to be in the same location as the depew intersection on the ILS runway 32; so I queried clearance delivery and they reported that this fix name had changed 'about 1 month ago.' about the same time we discovered that they had changed runways to 32 for departure; and since we had the performance capability of operating without the departure procedure designation on this runway; we did not query dispatch again for the single engine departure procedure from runway 32. Had I not been told by another crew member about the departure procedure requirement from runway 32; I would have likely assumed that the departure procedure was the buffalo 1 departure; and not the single engine departure procedure. The procedure dispatch has in their database does not have an existing intersection; and was not originally provided by the release.
Original NASA ASRS Text
Title: EMB145 FLT CREW HAS 'SPECIAL' COMPANY DEP PROCS FOR BUF RWY 32 AND IS UNABLE TO IDENT THE PROC.
Narrative: WE WERE FLYING THE ACFT THAT HAD THE #2 PACK DEFERRED; BUT UPON ARR AT BUF WE DISCOVERED WE HAD BEEN FILED FOR FL360. I CONTACTED DISPATCH TO GET NEW PERFORMANCE DATA ON MY CELL PHONE (AS WE WERE ALREADY LATE AND THE FUELER NEEDED TO KNOW HOW MUCH GAS WE COULD TAKE AND THE GATE AGENT NEEDED TO START ACCOMMODATING WT RESTRS). WE HAD A VERY HIGH FUEL LOAD DUE TO THE LOW ALT RESTR AND WERE VERY PERFORMANCE CRITICAL. I EXAMINED THE PERFORMANCE DATA AFTER I'D GOTTEN NEW 'NUMBERS;' AND WE WOULD BE UTILIZING A TO TKOF FROM RWY 14. THE DEP PROC NUMBERS ALLOWED A HIGHER TKOF WT; BUT I REMEMBERED ANOTHER PLT TELLING ME THAT BUF HAD A SINGLE ENG DEP PROC WHICH WAS NECESSARY TO UTILIZE THE DEP PROC NUMBERS AND THAT THE DEP PROC NUMBER ON THE APG CHART DID NOT MEAN THE BUF 1 DEP LIKE I OTHERWISE WOULD HAVE THOUGHT. I CONTACTED DISPATCH AGAIN AND AMENDED THE RELEASE AGAIN TO INCLUDE THE FOLLOWING: 'SINGLE ENG DEP PROC 14: CLB STRAIGHT AHEAD JIMUM (IBNQ ILS 136 DEG RADIAL 5.9 DME); CLB IN HOLDING PATTERN JIMUM SE R TURNS 316 DEGS INBOUND.' JIMUM WAS PHONETICALLY SPELLED SEVERAL TIMES FOR CLARITY. AS WE NEARED PUSHBACK; I ATTEMPTED TO IDENT THE JIMUM INTXN FOR THE DEP BRIEFING; BUT I COULD NOT FIND IT ON THE ILS APCH TO RWY 32 OR ANY LCL CHARTS; AND THE FMS DID NOT HAVE THE INTXN IN THE DATABASE. THE FIX APPEARED TO BE IN THE SAME LOCATION AS THE DEPEW INTXN ON THE ILS RWY 32; SO I QUERIED CLRNC DELIVERY AND THEY RPTED THAT THIS FIX NAME HAD CHANGED 'ABOUT 1 MONTH AGO.' ABOUT THE SAME TIME WE DISCOVERED THAT THEY HAD CHANGED RWYS TO 32 FOR DEP; AND SINCE WE HAD THE PERFORMANCE CAPABILITY OF OPERATING WITHOUT THE DEP PROC DESIGNATION ON THIS RWY; WE DID NOT QUERY DISPATCH AGAIN FOR THE SINGLE ENG DEP PROC FROM RWY 32. HAD I NOT BEEN TOLD BY ANOTHER CREW MEMBER ABOUT THE DEP PROC REQUIREMENT FROM RWY 32; I WOULD HAVE LIKELY ASSUMED THAT THE DEP PROC WAS THE BUFFALO 1 DEP; AND NOT THE SINGLE ENG DEP PROC. THE PROC DISPATCH HAS IN THEIR DATABASE DOES NOT HAVE AN EXISTING INTXN; AND WAS NOT ORIGINALLY PROVIDED BY THE RELEASE.
Data retrieved from NASA's ASRS site as of January 2009 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.