|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : dal.airport|
|Altitude||msl single value : 700|
|Controlling Facilities||tower : dal.tower|
|Operator||common carrier : air carrier|
|Make Model Name||B737-300|
|Operating Under FAR Part||Part 121|
|Flight Phase||descent : approach|
|Route In Use||approach : visual|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 90|
flight time total : 17000
flight time type : 13000
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 200|
flight time total : 7600
flight time type : 3000
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Problem Areas||Flight Crew Human Performance|
Chart Or Publication
|Primary Problem||Flight Crew Human Performance|
We were cleared the visual to runway 13R 15 mi from the field. As we made our approach to the mixmaster at 3000 ft we were configured flaps 5 degrees and gear down. Passing the mixmaster we configured to flaps 30 degrees and completed the landing checklist at 2000 ft. I told the first officer flying that he could feel free to use flaps 40 degrees if he wanted to! At 1800 ft he asked for flaps 40 degrees and increased his descent rate to 1800 FPM while looking down at the CDU to attain the flaps 40 degree speed he called 1000 ft. When I looked up we were still sinking at 1500 FPM and +10 KTS on the airspeed! I made a descent rate callout and he corrected back to profile! At 400 ft I made an airspeed callout because he was at 40 KTS reference and decelerating according to the HUD. He applied power to correct airspeed but continued below the GS by 1.5 dots! I made a GS callout and noticed that he had a 20% split in his throttle setting. At 200 ft I made another GS callout and he pitched down slightly and reduced the power. At this point I told the first officer I had the aircraft; intercepted the GS and landed within the normal touchdown zone. After parking at the gate; it was discovered that the first officer was tuned to the runway 13L GS! And had followed it to runway 13R! Supplemental information from acn 698741: as we rolled out; I was trying to figure what went wrong and looked at the approach plate again. It hit me like a ton of bricks when I realized I had the back side of the ILS runway 13R approach plate displayed! What I was looking at was the ILS runway 13L approach plate with the same final course; and very similar depiction. Instead of 111.5 for the localizer; I should have had 111.1! No excuses are suitable. It was due to a lapse of attention to detail when I set up the HSI. Furthermore; I should have focused more on the VASI and other visual indications since it was a visual approach.
Original NASA ASRS Text
Title: B737-300 FLT CREW HAS AN UNSTABILIZED APCH TO RWY 13R AT DAL.
Narrative: WE WERE CLRED THE VISUAL TO RWY 13R 15 MI FROM THE FIELD. AS WE MADE OUR APCH TO THE MIXMASTER AT 3000 FT WE WERE CONFIGURED FLAPS 5 DEGS AND GEAR DOWN. PASSING THE MIXMASTER WE CONFIGURED TO FLAPS 30 DEGS AND COMPLETED THE LNDG CHKLIST AT 2000 FT. I TOLD THE FO FLYING THAT HE COULD FEEL FREE TO USE FLAPS 40 DEGS IF HE WANTED TO! AT 1800 FT HE ASKED FOR FLAPS 40 DEGS AND INCREASED HIS DSCNT RATE TO 1800 FPM WHILE LOOKING DOWN AT THE CDU TO ATTAIN THE FLAPS 40 DEG SPD HE CALLED 1000 FT. WHEN I LOOKED UP WE WERE STILL SINKING AT 1500 FPM AND +10 KTS ON THE AIRSPD! I MADE A DSCNT RATE CALLOUT AND HE CORRECTED BACK TO PROFILE! AT 400 FT I MADE AN AIRSPD CALLOUT BECAUSE HE WAS AT 40 KTS REF AND DECELERATING ACCORDING TO THE HUD. HE APPLIED PWR TO CORRECT AIRSPD BUT CONTINUED BELOW THE GS BY 1.5 DOTS! I MADE A GS CALLOUT AND NOTICED THAT HE HAD A 20% SPLIT IN HIS THROTTLE SETTING. AT 200 FT I MADE ANOTHER GS CALLOUT AND HE PITCHED DOWN SLIGHTLY AND REDUCED THE PWR. AT THIS POINT I TOLD THE FO I HAD THE ACFT; INTERCEPTED THE GS AND LANDED WITHIN THE NORMAL TOUCHDOWN ZONE. AFTER PARKING AT THE GATE; IT WAS DISCOVERED THAT THE FO WAS TUNED TO THE RWY 13L GS! AND HAD FOLLOWED IT TO RWY 13R! SUPPLEMENTAL INFO FROM ACN 698741: AS WE ROLLED OUT; I WAS TRYING TO FIGURE WHAT WENT WRONG AND LOOKED AT THE APCH PLATE AGAIN. IT HIT ME LIKE A TON OF BRICKS WHEN I REALIZED I HAD THE BACK SIDE OF THE ILS RWY 13R APCH PLATE DISPLAYED! WHAT I WAS LOOKING AT WAS THE ILS RWY 13L APCH PLATE WITH THE SAME FINAL COURSE; AND VERY SIMILAR DEPICTION. INSTEAD OF 111.5 FOR THE LOC; I SHOULD HAVE HAD 111.1! NO EXCUSES ARE SUITABLE. IT WAS DUE TO A LAPSE OF ATTN TO DETAIL WHEN I SET UP THE HSI. FURTHERMORE; I SHOULD HAVE FOCUSED MORE ON THE VASI AND OTHER VISUAL INDICATIONS SINCE IT WAS A VISUAL APCH.
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.