Two IAD controllers reported an arrival which was not changed to Tower frequency by PCT. Reporters alleged it is an ongoing problem compounded by PCT failure to properly forward landlines when combining positions.
Synopsis
Two IAD controllers reported an arrival which was not changed to Tower frequency by PCT. Reporters alleged it is an ongoing problem compounded by PCT failure to properly forward landlines when combining positions.
Narrative
The LOA between PCT and IAD Tower is that all arrivals be switched to the Tower prior to entering the Tower airspace. I would estimate that 60% of arrivals are not switched to the Tower as required. Because of this being the norm at IAD we often are clearing aircraft to land on a 3 mile final doing in excess of 180 KTS. This is not enough time to contact 2 PCT final controllers to switch the arrival.Broadcast in the blind on the local frequency. Broadcast in the blind on the guard frequency and get the light gun out from the cabinet below the position. [Also] PCT [does] not correctly forward the final positions. So when we go to call final we can't get anyone. We had 3 pilot deviations in 2009 for aircraft landing without a landing clearance in the last year. All 3 times PCT did not have the final position forwarded correctly and the Local Controller could not talk to the arrival. The reality is that these incidents are being under reported. All the Tower supervisors think that as long as the aircraft was cleared to land in the blind it was a non event. So it only shows up in the logged or is looked into when I have been in the Tower. Today was just another example of this. Aircraft X; a heavy; was inbound to Runway 19C. Aircraft X heavy never checked in with Local Control. Local could not get Aircraft X heavy on the frequency. Local attempted to contact final. But once again PCT did not have the final positions forwarded correctly. Local cleared Aircraft X heavy to land in the blind on the guard frequency. Aircraft X heave never responded to any calls from local. Aircraft X heavy then proceeded to taxi down the taxiways to the gate without calling ground. Additionally Aircraft X heavy was never given a light gun signal because as I have identified before. We don't have enough time.
Second reporter narrative
I had just received the position relief briefing from another Controller and had taken the Ground Control 2 position when Aircraft X was clearing the runway. The Local Controller asked me if Aircraft X had contacted me yet. I answered 'no' and it was then I learned that the Local Controller had never talked to Aircraft X. He advised me that he had tried unsuccessfully to coordinate with the Approach Control to see if they still had the aircraft on their frequency and to switch them to the Tower. He had cleared the aircraft to land on the guard frequency. I coordinated with the Ramp Tower and they advised me that the aircraft had called them ready to taxi to the gate. I advised the Local Controller and the Tower Supervisor that Aircraft X was on the Ramp Control frequency and taxiing to the gate. This incident could potentially have been resolved rather quickly if PCT Approach had the proper frequencies forwarded. This seems to be a habitual problem. There have been multiple times where coordination is needed; but due to the failure of the approach to properly forward frequencies when positions are combined this has always been hard to accomplish.I recommend emphasis is placed onto the Approach Control facility the importance of properly forwarding frequencies when positions are combined. This could be accomplished through skill enhancement training; or simply proper supervisory attention when combining positions.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.