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“As Captain, I had the airport in sight out the
copilot’s window as we were on base leg. As
we approached downtown I overshot final,
resulting in being lined up closer to the left
runway than to the right runway. [The] Tower
Controller advised we were encroaching on
south complex airspace. He also advised we
were close to another air carrier … on final for
the south complex. [The] Controller asked us
if we had [the] air carrier … in sight. We did
not. In spite of good visibility, [the] air carrier
[aircraft] was difficult to see in the background
of buildings. We had to transmit
several times to the Controller in order to
sight and identify the traffic.”
And in another parallel approach incident …
“ … Approach gave us our co-approach
[traffic] … on the Tiptoe visual (we were on
the Quiet Bridge) at about 20 miles out. I
clearly saw him and figured we would be
landing approximately together, he on 28L
and us on 28R! At about 3 miles to go to the
high span, on course but high, Bay [Approach]
switched us to Tower. I changed
frequency, looked back out and our coapproach
[traffic] … was crossing my course
30 degrees off my heading, about 1,000 feet
lower. He passed to our right. We stopped our
descent and slowed to keep him in sight! He
then wrapped it up in a left turn back to the
[left] runway.”
The reporter concludes with this admonishment:
“There is a time for basic airmanship and see
and avoid — it is all the time!”
Landing Without Clearance
Most incidents of landing without clearance
reported to ASRS are out of visual approaches
—flights touch down with their crews having
neglected to request their landing clearance.
Reporters often cite complacency as a factor; others
point to changes or increases in workload.
“While on initial approach we were held at a
high altitude longer than desirable. Due to
the steep descent path required to successfully
complete the approach, our workload was
increased. Due to the increased demands on
us — because of the steep approach — we
failed to contact the tower before landing.”
Too Quick Off the Mark
Flight crews may tend to “anticipate” a clearance
when asked if they can accept a visual.
Frequently reported are altitude deviations
when the flight crew agreed they could accept a
visual approach and then immediately started
to descend — before the controller said the
magic words that cleared them for the visual
approach.
“The First Officer was flying and overshot his
turn to the radial — which was our clearance.
[The] Approach Controller asked if we had the
airport in sight, to which I replied ‘affirmative,’
although the First Officer did not see it. (Emphasis
added.) [The] Approach Controller then
said, ‘Cleared for the Quiet Bridge visual.’ The
First Officer keyed … [on] the word ‘visual,’ and
started descent while I was attempting to
program the FMC for the approach. [The]
Controller advised [us that] we had busted our
altitude.”
Misused Resources
Many incidents reported seem to indicate that
flight crews are overly optimistic regarding
their ability to see and identify traffic, airports
and runways, and often reply inappropriately to
the query “do you have ________ in sight?”
ASRS Directline Summer 1992 7
Electronic navigation is frequently ignored or
abandoned.
“Making a visual approach, we were cleared
to land on Runway 33L from our present
position approximately 10 miles ENE [of the
airport]. Despite having our NAVAIDS tuned
and the HSI set for ILS Runway 33L
approach, we set up on base and turned final
for visual approach to Runway 33R.”
It appears from what I read in ASRS reports,
and from my own experience, that we all — all
categories of pilots — have at one time or
another (even frequently) succumbed to enticement,
and accepted visual approaches when it
was not timely or appropriate to do so. Why do
otherwise sane and sensible pilots consistently
fall into “The Visual Trap?”
I must conclude that the primary motivation,
aside from the desire of the flight crew to
cooperate with the ATC system and the
controller in expediting other traffic, is to
expedite arrival of their own particular flight.
Keeping the Objective in Sight
One of our better ways of learning how to stay
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ASRS Directline(43)
