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A late runway change; slow FMC response and the need for multiple arrival segment re-programming on the riivr STAR to lax results in track and altitude deviations and the necessity for radar vectors in lieu of RNAV for A300 flight crew.
| Attributes | |
| ACN | 772902 |
| Time | |
| Date | 200802 |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : lax.airport |
| State Reference | CA |
| Altitude | msl single value : 10000 |
| Environment | |
| Flight Conditions | VMC VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : sct.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | A300 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Route In Use | arrival star : riivr |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : flight engineer pilot : commercial pilot : atp |
| Experience | flight time last 90 days : 81 flight time total : 10000 flight time type : 304 |
| ASRS Report | 772902 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 117 flight time total : 8500 flight time type : 141 |
| ASRS Report | 772902 |
| Events | |
| Anomaly | aircraft equipment problem : less severe altitude deviation : overshoot non adherence : clearance non adherence : published procedure other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued advisory |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance Aircraft |
| Primary Problem | Ambiguous |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Approximately 200 mi from lax we placed the RIIVR1 arrival for runway 25L in the FMS. There was a lot of traffic and the frequencys were congested. As we began the arrival just outside of gramm we were told to descend via the arrival. Then we were told to contact socal approach in the vicinity of rustt intersection. Upon contact with socal approach we were given runway 24R. When given the new runway the captain (pm) began to program it into the FMS. Having to scroll through the different arrs and transitions in the database and the slow speed of the scroll function it took time to select the proper transition and runway. While doing so the first officer (PF) began a slow descent to continue the arrival. The FMS would not accept the transition to the new runway. Approximately 1 mi from riivr intersection a 3RD attempt was tried and rejected. ATC advised us that we should be on the north complex of the arrival. We advised ATC that we were trying to update the FMS to the proper transition. At this time he instructed us to turn to heading of 270 degrees to intersect the runway 24R localizer. After complying with the instructions; we were given a descent to 10000 ft. We were already descending below 10000 ft and began a corrective action to return to 10000 ft. During the correction ATC instructed us to climb and maintain 10000 ft. After leveling off at 10000 ft and on the localizer ATC cleared us for the approach after the intersection palac. After palac we were given the visual to runway 24R and landed uneventful. While taxiing to the ramp we were told to contact ATC via a land line. ATC made no mention of separation conflict.
Original NASA ASRS Text
Title: A LATE RWY CHANGE; SLOW FMC RESPONSE AND THE NEED FOR MULTIPLE ARRIVAL SEGMENT RE-PROGRAMMING ON THE RIIVR STAR TO LAX RESULTS IN TRACK AND ALT DEVS AND THE NECESSITY FOR RADAR VECTORS IN LIEU OF RNAV FOR A300 FLT CREW.
Narrative: APPROX 200 MI FROM LAX WE PLACED THE RIIVR1 ARR FOR RWY 25L IN THE FMS. THERE WAS A LOT OF TFC AND THE FREQS WERE CONGESTED. AS WE BEGAN THE ARR JUST OUTSIDE OF GRAMM WE WERE TOLD TO DSND VIA THE ARR. THEN WE WERE TOLD TO CONTACT SOCAL APCH IN THE VICINITY OF RUSTT INTXN. UPON CONTACT WITH SOCAL APCH WE WERE GIVEN RWY 24R. WHEN GIVEN THE NEW RWY THE CAPT (PM) BEGAN TO PROGRAM IT INTO THE FMS. HAVING TO SCROLL THROUGH THE DIFFERENT ARRS AND TRANSITIONS IN THE DATABASE AND THE SLOW SPD OF THE SCROLL FUNCTION IT TOOK TIME TO SELECT THE PROPER TRANSITION AND RWY. WHILE DOING SO THE FO (PF) BEGAN A SLOW DSCNT TO CONTINUE THE ARR. THE FMS WOULD NOT ACCEPT THE TRANSITION TO THE NEW RWY. APPROX 1 MI FROM RIIVR INTXN A 3RD ATTEMPT WAS TRIED AND REJECTED. ATC ADVISED US THAT WE SHOULD BE ON THE N COMPLEX OF THE ARR. WE ADVISED ATC THAT WE WERE TRYING TO UPDATE THE FMS TO THE PROPER TRANSITION. AT THIS TIME HE INSTRUCTED US TO TURN TO HDG OF 270 DEGS TO INTERSECT THE RWY 24R LOC. AFTER COMPLYING WITH THE INSTRUCTIONS; WE WERE GIVEN A DSCNT TO 10000 FT. WE WERE ALREADY DSNDING BELOW 10000 FT AND BEGAN A CORRECTIVE ACTION TO RETURN TO 10000 FT. DURING THE CORRECTION ATC INSTRUCTED US TO CLB AND MAINTAIN 10000 FT. AFTER LEVELING OFF AT 10000 FT AND ON THE LOC ATC CLRED US FOR THE APCH AFTER THE INTXN PALAC. AFTER PALAC WE WERE GIVEN THE VISUAL TO RWY 24R AND LANDED UNEVENTFUL. WHILE TAXIING TO THE RAMP WE WERE TOLD TO CONTACT ATC VIA A LAND LINE. ATC MADE NO MENTION OF SEPARATION CONFLICT.
Data retrieved from NASA's ASRS site as of May 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.