Narrative:

Visual approach to runway 1R. I was conducting an initial captain IOE. Having spent nearly two decades flying internationally; my student demonstrated typically recurring difficulties with the intensified pace and demands of the domestic flying environment. Specifically; he was being overwhelmed by ATC's more dynamic handling of traffic separation and approach sequencing. The captain trainee had asked that during this arrival that I limit my coaching so that he could sort through the thought process for himself. As we got closer to landing he gradually fell further behind the aircraft. I nevertheless limited my remarks to see if he could keep up; regain situational awareness; comply with ATC and execute the approach. We reached the visual glide path intercept at 2;600 feet AGL with the gear up; 190 KIAS and flaps fifteen. From that altitude I thought that our stabilized approach criteria could still have been comfortably achieved. In the interest of learning; I elected to allow him to continue. Unfortunately the student's task saturation increased and the approach parameters deteriorated further. We were unable to slow; configure and meet our stabilized approach criteria in a timely manner. A go-around was initiated at 500 feet AGL. Tower assigned a straight ahead climb to 1;600 MSL. This altitude was much lower than the published 3;000 foot missed approach altitude. The student's saturation precipitated inaccurate go-around callouts. I prioritized the assurance of our initial climb away from the ground. Subsequently; while busy with ATC communications and resetting the MCP; I did not adequately cross-check our speed acceleration. By the time I intervened the flaps 20 limit speed was exceeded by approximately 5 knots. The second approach and landing were uneventful. The overspeed was documented with an mrm input.

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Original NASA ASRS Text

Title: A B757 Instructor Pilot reported his IOE Captain had difficulty staying ahead of the aircraft; and after executing a go around at 500 FT on an unstabalized approach both pilots failed to see a flaps 20 five knot airspeed exceedence.

Narrative: Visual approach to Runway 1R. I was conducting an Initial Captain IOE. Having spent nearly two decades flying internationally; my student demonstrated typically recurring difficulties with the intensified pace and demands of the domestic flying environment. Specifically; he was being overwhelmed by ATC's more dynamic handling of traffic separation and approach sequencing. The Captain trainee had asked that during this arrival that I limit my coaching so that he could sort through the thought process for himself. As we got closer to landing he gradually fell further behind the aircraft. I nevertheless limited my remarks to see if he could keep up; regain situational awareness; comply with ATC and execute the approach. We reached the visual glide path intercept at 2;600 feet AGL with the gear up; 190 KIAS and flaps fifteen. From that altitude I thought that our Stabilized Approach criteria could still have been comfortably achieved. In the interest of learning; I elected to allow him to continue. Unfortunately the student's task saturation increased and the approach parameters deteriorated further. We were unable to slow; configure and meet our Stabilized Approach criteria in a timely manner. A go-around was initiated at 500 feet AGL. Tower assigned a straight ahead climb to 1;600 MSL. This altitude was much lower than the published 3;000 foot missed approach altitude. The student's saturation precipitated inaccurate go-around callouts. I prioritized the assurance of our initial climb away from the ground. Subsequently; while busy with ATC communications and resetting the MCP; I did not adequately cross-check our speed acceleration. By the time I intervened the flaps 20 limit speed was exceeded by approximately 5 Knots. The second approach and landing were uneventful. The overspeed was documented with an MRM input.

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.