Narrative:

What follows is a chronic problem that hangs over the system like hot lava from a volcano. I was working radar south with light traffic. I had two aircraft inbound; #1 - a piper 46T 30 south requesting runway X. #2 - a gulfstream 550 40 south requested runway xx. Our procedure is to get the sequence from the north radar controller. This is what I did and he said run them both. I advised the P46 to maintain max forward speed as long as practical; he was #1. I then noticed a crj-700 tag up and north takes; the handoff 30 west at 370 knots ground speed. I advised north radar I would like to follow the crj-700 with the G550 since he wants runway xx. North radar agreed. Important note; the oscic/flm was 3 feet away; plugged in listening and monitoring the operation. The P46 reaches 7 mile final to runway X and started reducing to fap speed. He had already been cleared for va and is talking to the tower. I widened the G550 from a 5 mile base to an 8 mile base vector. I did this when the G550 was 12 southwest ZZZ and I issued the traffic he was to follow. He reported him on TCAS not visual. At this point no need for speed reduction because the crj-700 was 12 mile final descending out of 5;000 feet with a ground speed of 300 knots. The P46 was now 5 mile final to runway; GS 120 knots; and the crj-700 was 7 mile final to runway x- on zig zag vectors still high and fast. For a second time; I said this is not going to work. North radar initiated what happened next and it was ugly. The crj-700 landed first; then the G550; then the P46. The P46 declared minimum fuel. I've been doing this a long time and it was very easy to see that the crj-700 should have been broke out of final and re-sequenced for a stable approach to follow the G550. This type of event and others happen at ZZZ on a weekly basis most are not reported because controllers think there is no loss of separation and they don't want to admit their poor performance. So the bad service continues with only the occasional near midair collision being reported. The one constant in the majority of these events is the lack of flm's doing their jobs. At ZZZ flm's are nothing more than highly paid babysitters. They watch events unfold and do nothing and then bitch about having to do paperwork. I got a recommendation; how about flm's do their jobs; i.e. Stay on top of traffic situations; make on the spot corrections; and correct situations before they become an event. In the previous described event the flm should have told north radar to break out the crj-700; but he/she didn't. All three ZZZ flm's; for different reasons; fail to get into game until it's too late. The experience level in the FAA at the facility level is dropping rapidly. Come on management; get in the game before the hot lava consumes us.

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Original NASA ASRS Text

Title: TRACON Controller described a go-around event claiming that supervisory oversight at his facility is lacking and could have prevented this occurrence.

Narrative: What follows is a chronic problem that hangs over the system like hot lava from a volcano. I was working RADAR South with light traffic. I had two aircraft inbound; #1 - a Piper 46T 30 South requesting Runway X. #2 - a Gulfstream 550 40 South requested Runway XX. Our procedure is to get the sequence from the North RADAR Controller. This is what I did and he said run them both. I advised the P46 to maintain max forward speed as long as practical; he was #1. I then noticed a CRJ-700 tag up and North takes; the handoff 30 West at 370 knots ground speed. I advised North RADAR I would like to follow the CRJ-700 with the G550 since he wants Runway XX. North RADAR agreed. Important note; the OSCIC/FLM was 3 feet away; plugged in listening and monitoring the operation. The P46 reaches 7 mile final to Runway X and started reducing to FAP speed. He had already been cleared for VA and is talking to the Tower. I widened the G550 from a 5 mile base to an 8 mile base vector. I did this when the G550 was 12 SW ZZZ and I issued the traffic he was to follow. He reported him on TCAS not visual. At this point no need for speed reduction because the CRJ-700 was 12 mile final descending out of 5;000 feet with a ground speed of 300 knots. The P46 was now 5 mile final to runway; GS 120 knots; and the CRJ-700 was 7 mile final to Runway X- on zig zag vectors still high and fast. For a second time; I said this is not going to work. North RADAR initiated what happened next and it was ugly. The CRJ-700 landed first; then the G550; then the P46. The P46 declared minimum fuel. I've been doing this a long time and it was very easy to see that the CRJ-700 should have been broke out of final and re-sequenced for a stable approach to follow the G550. This type of event and others happen at ZZZ on a weekly basis most are not reported because controllers think there is no loss of separation and they don't want to admit their poor performance. So the bad service continues with only the occasional NMAC being reported. The one constant in the majority of these events is the lack of FLM's doing their jobs. At ZZZ FLM's are nothing more than highly paid babysitters. They watch events unfold and do nothing and then bitch about having to do paperwork. I got a recommendation; how about FLM's do their jobs; i.e. stay on top of traffic situations; make on the spot corrections; and correct situations before they become an event. In the previous described event the FLM should have told North RADAR to break out the CRJ-700; but he/she didn't. All three ZZZ FLM's; for different reasons; fail to get into game until it's too late. The experience level in the FAA at the facility level is dropping rapidly. Come on Management; get in the game before the hot lava consumes us.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.