B737 flight crew reports a conflict with another aircraft during a circle to land maneuver from Runway 4R to Runway 13C at MDW.
Synopsis
B737 flight crew reports a conflict with another aircraft during a circle to land maneuver from Runway 4R to Runway 13C at MDW.
Narrative
I was the pilot not flying. We were cleared for and established on the MDW ILS/LOC Runway 4R with a planned circle to land on Runway 13C. We contacted the Midway Tower at FAF/ERMIN as directed. We were instructed by the Midway Tower to circle to and continue (no landing clearance) for Runway 13C and advised of a RJ (regional jet) also on the modified base to final for Runway 13C (ahead of us) and a {another carrier} approaching Runway 13R. From inside ERMIN; the pilot flying selected an approximately 000 degree heading and descent to 1;700 FT MSL. As we began the turn to the heading; I quickly loaded the RNAV (GPS) Z to Runway 13C into the FMC to provide some course and glide path guidance to Runway 13C (LOC and G/S were NOTAM'd out for Runway 13C). As we passed approximately west of MDW; a flock of geese flew approximately 300 FT below us and I reported them to the Midway Tower. Apparently the pilot flying missed or did not fully comprehend the original Midway Tower instructions and my reply that our clearance was to continue to Runway 13C and to look for the RJ ahead to follow. The pilot flying began a short right base for Runway 13C and called for the Before Landing Checklist. I assumed the pilot flying had the RJ in sight and had not advised me. As we completed the checklist; the Midway Tower asked something to the effect of; 'Do you have the RJ in sight?' They additionally stated something to the effect of; '(We) are turning base inside of the RJ traffic and to stop our turn towards the runway.' Then; one of the pilots on the RJ came over the Midway Tower frequency and advised us something to the effect of; 'Immediately turn to a downwind heading to avoid our flight path.' The pilot flying immediately began a left turn back to an approximately 300 heading and; as we began the turn; I visually acquired the RJ at our 10 to 11 o'clock position; approximate co-altitude and probably 2;000 FT and closing as the RJ continued his final approach to Runway 13C. I would estimate we passed 500 FT or less from the RJ on a reciprocal heading. As we passed; we received both TCAS TA's and RA's to climb immediately; which were complied with. After the TCAS RA's were resolved; we turned right to join the final approach to Runway 13C. We were cleared to land on Runway 13C by the Midway Tower and landed without further event. To the best of my knowledge; no other radio calls were given by ATC (Midway Tower); the RJ; or any other aircraft regarding this event.The Midway Tower could have been more definitive with their initial call; 'Company XXX; continue circle to Runway 13C; you are number two following a RJ (point out); additional traffic is a {another carrier} to Runway 13R. Report the RJ in sight. 'I should have used the TCAS display earlier to help me attempt to visually acquire the RJ traffic. The flock of geese did take my visual scan away momentarily. I should have queried the pilot flying to ensure he had the preceding RJ in sight as he began his base to final turn. I could have prioritized/handled my task management duties better (clear of traffic/birds; configure the aircraft; run the Before Landing Checklist; communicate with ATC; etc...) Aviate; Navigate; and Communicate! Never; ever assume. If in doubt; ask/confirm!
Second reporter narrative
We were cleared to fly the ILS to Runway 4R circle to land 13C. This is not something we normally do. In fact; it was the first time I had ever done it. During the approach briefing; I stated that we would be at flaps 15 and I would set 1;700 FT in the altitude window for the circling maneuver. As is normal for MDW; Approach Control had us contact the Tower at the final approach fix. Tower told us 'Continue for Runway 13C.' This is also fairly common to here. I assumed that someone would be taking off from 13C before we got there and that we would get landing clearance in a few moments.We descended below 2;000 FT and I announced I was braking off the approach and starting the circle. We leveled at 1;700 FT as I maneuvered toward the 13C final course. When I think of a circling approach; the things I was thinking about included: 1) remain within 1.7 DME for CAT C; 2) keep the runway environment in sight; 3) remain at circling altitude until in a position to make a normal descent to the landing runway; 4) maneuver so as to be fully configured for landing before descending below 1;000 FT AAE (Above Airport Elevation); and 5) be on course essentially wings level by 500 FT AAE. We were about 90 degrees off runway heading. I had called for flaps 30 and then 40 and we ran the Before Landing checklist.I was about to start down out of 1;700 FT and begin turning to roll out on final when the Tower told us to continue our downwind and that we were following a RJ turning final outside of us. This caught me by surprise. We had not been told that we were following another aircraft and I don't usually associate a downwind leg with a circling approach. I quickly reversed the turn. We redirected our attention from the airfield out the right side of the aircraft to look for the RJ out the left side. We saw him completing his turn to final. I continued my left turn to increase the distance between us.In my opinion; we kept a safe separation; but we did get close enough for the TCAS to give us first a Monitor Vertical Speed RA; we were still at 1;700 FT; and then a Climb RA. We followed the TCAS RA procedure and I called for the First Officer to reset the flaps from 40 to 30 to reduce the drag. At about 2;100 FT; we got the Clear of Conflict. When we had enough spacing; I turned back toward the airfield; intercepted the final; reset the flaps; and reran the Before Landing Checklist. We flew a normal approach; and landed and taxied in without any further problems.The main problem is that this maneuver at MDW is not really a visual pattern and not really a circling approach. It is kind of a mixture of two procedures. There is no specified ground track. The pilots of the RJ elected to fly a much longer pattern than we did. They were flying more of a visual pattern while I was flying more of a circling approach. Who is to say who is correct? Approach Control had good spacing on the ILS 4; but had no control over the visual maneuvers. Another part of the problem is that there are two controlling agencies; Approach and Tower; each with their own frequency. The RJ was far enough ahead of us that they were on Tower when we were talking to Approach. I'm sure Tower thought we had been informed of the RJ by Approach. Approach assumed the spacing was good and there would be no conflict. The answer is; I think; as always; better communication. Don't assume anybody knows anything. We would not have been cleared for a visual approach until we reported that we had the preceding aircraft in sight; but because this was technically an instrument approach; that was not required.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.