|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : cvg.airport|
|Controlling Facilities||tracon : cvg.tracon|
|Operator||common carrier : air carrier|
|Make Model Name||Regional Jet 200 ER&LR|
|Operating Under FAR Part||Part 121|
|Navigation In Use||other|
|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 : 250|
flight time total : 20000
flight time type : 9000
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||non adherence : company policies|
other spatial deviation
|Independent Detector||aircraft equipment : gpws|
other flight crewa
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
|Primary Problem||Flight Crew Human Performance|
On the cince 5 arrival; we approached the airport on a right downwind. The first officer and I commented that they were bringing us very close to the runway. As we came up on the airport; final had us turn to a heading of 170 des and asked us if we had the field. We said we did and were cleared for a visual short approach to runway 36R. At that point; being high I slowed down and asked for flaps to 8 degrees and then 20 degrees; brought the spoilers out and increased the rate of descent to get down. When I felt we were in a safe distance to turn base I started turning and noticed that the winds were pushing us toward the final. We were still high so I increased the rate of descent. With speed below 180 KTS; I asked for flaps to 30 degrees (at that point not realizing the spoilers were still out) and continued the turn to final. Because the winds were out of the east; we rolled past final and had to come back right to intercept the final approach course. I then noticed that the speed was slowing too much and added power. That is when I noticed the spoilers were still out. I retracted the spoilers. At about the same time the first officer warned me about the excessive rate of descent; then the ground proximity went off. I leveled off; asked for the gear down and for flaps to 45 degrees and intercepted final at about 3 mi out and made a normal approach and landing.
Original NASA ASRS Text
Title: A CRJ200 ON VISUAL APCH TO CVG GOT A GPWS WARNING WHEN THEIR RATE OF DSCNT WAS TOO HIGH FOR THEIR ALT.
Narrative: ON THE CINCE 5 ARR; WE APCHED THE ARPT ON A R DOWNWIND. THE FO AND I COMMENTED THAT THEY WERE BRINGING US VERY CLOSE TO THE RWY. AS WE CAME UP ON THE ARPT; FINAL HAD US TURN TO A HDG OF 170 DES AND ASKED US IF WE HAD THE FIELD. WE SAID WE DID AND WERE CLRED FOR A VISUAL SHORT APCH TO RWY 36R. AT THAT POINT; BEING HIGH I SLOWED DOWN AND ASKED FOR FLAPS TO 8 DEGS AND THEN 20 DEGS; BROUGHT THE SPOILERS OUT AND INCREASED THE RATE OF DSCNT TO GET DOWN. WHEN I FELT WE WERE IN A SAFE DISTANCE TO TURN BASE I STARTED TURNING AND NOTICED THAT THE WINDS WERE PUSHING US TOWARD THE FINAL. WE WERE STILL HIGH SO I INCREASED THE RATE OF DSCNT. WITH SPD BELOW 180 KTS; I ASKED FOR FLAPS TO 30 DEGS (AT THAT POINT NOT REALIZING THE SPOILERS WERE STILL OUT) AND CONTINUED THE TURN TO FINAL. BECAUSE THE WINDS WERE OUT OF THE E; WE ROLLED PAST FINAL AND HAD TO COME BACK R TO INTERCEPT THE FINAL APCH COURSE. I THEN NOTICED THAT THE SPD WAS SLOWING TOO MUCH AND ADDED PWR. THAT IS WHEN I NOTICED THE SPOILERS WERE STILL OUT. I RETRACTED THE SPOILERS. AT ABOUT THE SAME TIME THE FO WARNED ME ABOUT THE EXCESSIVE RATE OF DSCNT; THEN THE GND PROX WENT OFF. I LEVELED OFF; ASKED FOR THE GEAR DOWN AND FOR FLAPS TO 45 DEGS AND INTERCEPTED FINAL AT ABOUT 3 MI OUT AND MADE A NORMAL APCH AND LNDG.
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.