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Control. There was a Cessna…that needed to be assigned
the MARCS EIGHT Arrival. After determining that the pilot
could indeed do the arrival, the Cessna was told to proceed
with the MARCS EIGHT Arrival…at 6,000 feet from about
3 to 4 miles southwest of the Centex (CWK) VOR. The
Cessna was observed to make a turn towards the southwest.
At this time I was to be relieved from position and the new
controller was plugged into and monitoring the position for
the relief briefing. The new controller heard the instruction
given but assumed the Cessna was given direct MARCS
intersection for the MARCS EIGHT Arrival. I was then
relieved from my position. The Radar East controller had
just assumed the position and was told about the Cessna…
but also assumed the Cessna was going direct to MARCS
intersection. The Cessna was not assigned a heading to join
the MARCS EIGHT Arrival but was expected to make a
southwesterly heading…The Cessna made a southeasterly
turn of more than 90 degrees to join and possibly conflicted
with a [corporate jet]…I feel an assigned heading to join the
Arrival would have ensured… separation.
The pilots of an air carrier Embraer 190 jet experienced a
similar track deviation in Canadian airspace when their
FMC responded in an unanticipated fashion to a close-in
runway change:
n …We were originally planning on a Runway 6R
approach based on recent experience, even thought
ATIS was advertising Runway 5. Both of us agreed to
leave Runway 6R programmed until we had a final
determination on the runway assignment from the Arrival
Controller. Immediately after we switched to Arrival,
Runway 5 was assigned and we began setting up for that
approach…When I entered the Runway 5 approach into the
MCDU [Multifunction Control Display Unit], the aircraft
began a right turn as if to return all the way to BUF and
re-begin the arrival procedure. At this point, both of us
were heads down setting up the approach and didn’t notice
the undesired turn until queried by the controller. I began
an immediate left turn back toward the intended arrival
route and we continued on for the Runway 5 approach
with radar vectors. [We] neglected to verify inputs to the
FMC for the new runway (might have remembered that the
aircraft would want to return to BUF) and should have
put the autopilot in a different lateral mode to keep it on
the arrival route. No one was watching the aircraft…While
this navigation system’s quirk of wanting to go all the way
back to the beginning of an arrival procedure because of a
runway change is well known, it is still a very illogical and
counterintuitive one….
A B737-800 flight crew missed an altitude constraint on a
STAR when the FMC experienced a mode reversion.
n Approach cleared us to descend via the SEAVU1 for
the ILS to Runway 24R. I was the non-flying pilot and
changed the approach in the FMC from the ILS Runway
25L to the ILS Runway 24R. At the time of the change, the
aircraft was on autopilot descending VNAV PATH, when
the airplane reverted to VNAV SPEED during the runway
change. The Captain and I were clarifying the runway
change with each other and I was verifying the legs for
the transition and approach when I noticed the airplane
reverted to VNAV SPEED and descended below the CATAW
restriction of 14,000 feet or more. Aircraft descended and
crossed CATAW at 13,500 feet. There was no inquiry from
ATC nor was there any TA advisory or resolution. VNAV
PATH was reengaged and the flight continued without
further incident. Automation, when it works well, is a
great thing, but it has its pitfalls as well…Both pilots
need to monitor any changes to route and verify that the
modification has not changed the path as well.
Number 356 August 2009
Cockpit
Technology
Surprises
Situational awareness was lost when I was trying to figure
out what was wrong with the autopilot.
To correct this situation, I should have disengaged the
autopilot and hand-flown the approach upon realizing that
I was too high at the 2.0 nm to MAPVV….
Unfamiliar with Aircraft
Instrumentation
A Cessna 210 pilot felt like a “rank amateur” after borrowing
a friend’s Beech Debonair – with different navigation
instrumentation – for an IFR cross-country flight.
n My airplane, a Cessna 210, was in Airport 1 having its
engine overhauled. I needed to get to Airport 2. A friend
urged me take his impeccably maintained Beech Debonair,
in which I had checked out a couple of years prior. It has
　
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