Falcon 900
Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 100; Flight Crew Total 12000; Flight Crew Type 300
Confusion
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter CFTT / CFIT
Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew Took Evasive Action
Aircraft; Chart Or Publication; Procedure
We completed a comprehensive approach briefing for the RNAV (GPS) Runway 2 approach into JQF. The weather at our scheduled time of arrival would require a full IFR approach. The LPV approach was loaded in the aircraft's flight management system by the pilot not flying and checked by the pilot flying. Before the approach was initiated we confirmed a green LPV annunciation on both PDU's. We were cleared to LALEC Intersection (the initial approach fix) and then cleared for the RNAV Runway 2 approach. At this point ATC also terminated radar coverage. After passing LALEC Intersection; with the autopilot and autothrottles engaged; we descended to 2;500 FT MSL and armed the approach mode on the flight guidance panel. LSBA and VSBA armed annunciation was confirmed by both crew members. Once established on the final approach course; LSBA became the active lateral flight mode and the ALT (with 2;500 FT selected in the ASEL) was the active vertical mode with VSBA still in the armed mode. Everything was normal and as planned up to this point.At or just before ECEGA Intersection (the final approach fix) we received a 'CAUTION OBSTACLE' alert. A missed approach was started. Before a climb could be established we received an 'OBSTACLE OBSTALCE' warning with a momentary 'PULL-UP' command. We climbed towards the MSA of 3;800 FT until told by ATC to stop our climb at 3;000 FT and turn right to an assigned heading. We asked for and received delay vectors to reinstall the approach. The inputs were checked by both pilots. The aircraft was again programmed and configured to fly the LPV approach into JQF. The same sequence of events followed to the final approach fix. At the final approach fix; we again received a 'CAUTION OBSTACLE' alert. As we climbed towards 3;800 FT again; ATC again told as to stop our climb at 3;000 FT (we had had reached 3;200 FT at one point). As we leveled the aircraft for at 3;000 FT; the aircraft momentarily accelerated to 203 KTS; causing a flap over speed and related warning. One additional observation worth noting; the synthetic vision produced a blue dotted line depicting the runway centerline to the right of our course. The CDI representing LSBA was centered. The approach is straight with no angular offset. We then diverted the flight to Charlotte Douglas International (CLT) and landed without any further events. This time the blue dotted line produced by the synthetic vision was under the aircraft flight path.During the event the aircraft was in the following configuration:Speed: about 125 KTS.Altitude: 2;500 FT MSL; level flightLanding gear: Down Engine and wing anti-ice: ONFlaps/Slats: SF3Autopilot: Engaged; command by the pilot side (the arrow was pointing to the left side)Autothrottles: EngagedLateral flight mode on FMA: LSBA capturedVertical flight mode on FMA: ALT captured with VSBA ARMEDWinds: 10 KTS of head windTemperature: 5CVisibility: 0; flying in cloud
The reporter states that the event was rather thoroughly studied by his company and Honeywell (FMS) was queried about what may have caused the warning. Nothing definitive was discovered but there is a 2;000 FT antenna directly under the approach path which was likely causing the warning; although it should not have. The window for EGPWS alert on this tower should have been 400 FT and the crew was using the local altimeter supplied by the JQF Tower. The altitude deviation due to temperature should have been no more than 40 FT low; again outside the EGPWS alert altitude. The reporter states that his company has elected not to use this approach in the future. The reporter recommends that the approach be redesigned with the FAF directly over the tower at 3;000 FT.
[Narraitve 2 contained no additional information.]
DA90 flight crew reports receiving GPWS warnings at 2;500 FT during two separate IMC approaches to JQF using the RNAV GPS 2 approach procedure. Flight diverts to CLT.