Partial loss of aircraft control during go around from non stabilized approach. Aircraft on 3 engine...

Narrative:

Around 40 mins out of tys, we had an indication that #1 vf gen was off-line. Shortly thereafter, #1 accessory gear box light illuminated. I then made the decision to shut down and feather #1 engine. First officer said he did not understand why the engine should be shut down from the actin of the generator and the light. We requested a lower altitude of 16000' from ZTL. After informing them that we had a precautionary engine shutdown, first officer contacted company flight operations, where we were informed that we should change our routing to land gso. We then requested direct gso and a lower altitude of 14000'. ZTL wanted to know if we needed assistance or a lower altitude. I informed them that we did not. After contacting gso approach, we informed them of an engine shutdown and that no assistance was needed. They cleared us to intercept the localizer; however, we were too close to the field to get down to 2800'. I requested a left turn to be able to get down to 2800' and reintercepted the localizer. Approximately 300-400' above the field, runway 5 was in sight. After calling for flaps 45 degrees, the aircraft ballooned approximately 200' to an altitude of 400-500'. The airspeed at this time was around 145 KTS. This happened, I feel, because the flaps were running at approximately 1/2 speed. At this point, I called for a go around. First officer, after hearing the go around command, said, 'no.' he then brought all 3 power levers toward flight idle and pushed the nose over. After a brief struggle over the control of the aircraft, I again called for flaps 30 degrees and brought the gear up while first officer added power--and he had to bring the flaps to 30 degrees after I repeatedly called for them. First officer had his hands on the controls until I forced them away. The aircraft, after full power was applied, went to the left and the stick-shaker came on briefly. With F/east help, I was able to regain control of the aircraft and came back around for an ILS approach and landing to runway 23. I feel west/O F/east quick reactions, major damage would have resulted. Supplemental information from acn 123668: on short final the aircraft began to pitch up and climb. This was possibly due to delayed flap deployment. On short final the aircraft ballooned several hundred ft. As power was added, aircraft pitched up and rolled left. Captain had stick full forward. I checked to make sure autoplt was disengaged due to the pitch up. At that time, I heard what I thought was a command to 'get it back.' my reaction was to reduce power, thinking that we were going to land. Almost instantly I realized that that was not the intention and advanced to full power. Supplemental information from acn 123667: first officer replied 'no,' and pulled power levers back to flight idle, pushed yoke forward. Aircraft ballooned slightly, left wing started to drop. First officer then yelled, 'nose up, nose up,' and pulled back on yoke. Aircraft stickshaker went off. F/east applied full power and 30 degree flaps. Once aircraft was flying on go around under captain's control, copilot did not react or respond to captain's commands. After landing, first officer performed as required for after T/D and landing duties.

Original NASA ASRS Text

Title: PARTIAL LOSS OF ACFT CONTROL DURING GO AROUND FROM NON STABILIZED APCH. ACFT ON 3 ENGINES FOLLOWING A PRECAUTIONARY INFLT ENGINE SHUTDOWN.

Narrative: AROUND 40 MINS OUT OF TYS, WE HAD AN INDICATION THAT #1 VF GEN WAS OFF-LINE. SHORTLY THEREAFTER, #1 ACCESSORY GEAR BOX LIGHT ILLUMINATED. I THEN MADE THE DECISION TO SHUT DOWN AND FEATHER #1 ENG. F/O SAID HE DID NOT UNDERSTAND WHY THE ENG SHOULD BE SHUT DOWN FROM THE ACTIN OF THE GENERATOR AND THE LIGHT. WE REQUESTED A LOWER ALT OF 16000' FROM ZTL. AFTER INFORMING THEM THAT WE HAD A PRECAUTIONARY ENG SHUTDOWN, F/O CONTACTED COMPANY FLT OPS, WHERE WE WERE INFORMED THAT WE SHOULD CHANGE OUR ROUTING TO LAND GSO. WE THEN REQUESTED DIRECT GSO AND A LOWER ALT OF 14000'. ZTL WANTED TO KNOW IF WE NEEDED ASSISTANCE OR A LOWER ALT. I INFORMED THEM THAT WE DID NOT. AFTER CONTACTING GSO APCH, WE INFORMED THEM OF AN ENG SHUTDOWN AND THAT NO ASSISTANCE WAS NEEDED. THEY CLRED US TO INTERCEPT THE LOC; HOWEVER, WE WERE TOO CLOSE TO THE FIELD TO GET DOWN TO 2800'. I REQUESTED A LEFT TURN TO BE ABLE TO GET DOWN TO 2800' AND REINTERCEPTED THE LOC. APPROX 300-400' ABOVE THE FIELD, RWY 5 WAS IN SIGHT. AFTER CALLING FOR FLAPS 45 DEGS, THE ACFT BALLOONED APPROX 200' TO AN ALT OF 400-500'. THE AIRSPD AT THIS TIME WAS AROUND 145 KTS. THIS HAPPENED, I FEEL, BECAUSE THE FLAPS WERE RUNNING AT APPROX 1/2 SPD. AT THIS POINT, I CALLED FOR A GAR. F/O, AFTER HEARING THE GAR COMMAND, SAID, 'NO.' HE THEN BROUGHT ALL 3 PWR LEVERS TOWARD FLT IDLE AND PUSHED THE NOSE OVER. AFTER A BRIEF STRUGGLE OVER THE CONTROL OF THE ACFT, I AGAIN CALLED FOR FLAPS 30 DEGS AND BROUGHT THE GEAR UP WHILE F/O ADDED PWR--AND HE HAD TO BRING THE FLAPS TO 30 DEGS AFTER I REPEATEDLY CALLED FOR THEM. F/O HAD HIS HANDS ON THE CONTROLS UNTIL I FORCED THEM AWAY. THE ACFT, AFTER FULL PWR WAS APPLIED, WENT TO THE LEFT AND THE STICK-SHAKER CAME ON BRIEFLY. WITH F/E HELP, I WAS ABLE TO REGAIN CONTROL OF THE ACFT AND CAME BACK AROUND FOR AN ILS APCH AND LNDG TO RWY 23. I FEEL W/O F/E QUICK REACTIONS, MAJOR DAMAGE WOULD HAVE RESULTED. SUPPLEMENTAL INFO FROM ACN 123668: ON SHORT FINAL THE ACFT BEGAN TO PITCH UP AND CLB. THIS WAS POSSIBLY DUE TO DELAYED FLAP DEPLOYMENT. ON SHORT FINAL THE ACFT BALLOONED SEVERAL HUNDRED FT. AS PWR WAS ADDED, ACFT PITCHED UP AND ROLLED LEFT. CAPT HAD STICK FULL FORWARD. I CHKED TO MAKE SURE AUTOPLT WAS DISENGAGED DUE TO THE PITCH UP. AT THAT TIME, I HEARD WHAT I THOUGHT WAS A COMMAND TO 'GET IT BACK.' MY REACTION WAS TO REDUCE PWR, THINKING THAT WE WERE GOING TO LAND. ALMOST INSTANTLY I REALIZED THAT THAT WAS NOT THE INTENTION AND ADVANCED TO FULL PWR. SUPPLEMENTAL INFO FROM ACN 123667: F/O REPLIED 'NO,' AND PULLED PWR LEVERS BACK TO FLT IDLE, PUSHED YOKE FORWARD. ACFT BALLOONED SLIGHTLY, LEFT WING STARTED TO DROP. F/O THEN YELLED, 'NOSE UP, NOSE UP,' AND PULLED BACK ON YOKE. ACFT STICKSHAKER WENT OFF. F/E APPLIED FULL PWR AND 30 DEG FLAPS. ONCE ACFT WAS FLYING ON GAR UNDER CAPT'S CONTROL, COPLT DID NOT REACT OR RESPOND TO CAPT'S COMMANDS. AFTER LNDG, F/O PERFORMED AS REQUIRED FOR AFTER T/D AND LNDG DUTIES.

Data retrieved from NASA's ASRS site as of August 2007 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.

Attributes
ACN	123666
Time
Date	198909
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : gso
State Reference	NC
Altitude	agl bound lower : 300 agl bound upper : 500
Environment
Flight Conditions	IMC
Light	Dawn
Aircraft 1
Controlling Facilities	tracon : gso
Operator	common carrier : air carrier
Make Model Name	Large Transport
Flight Phase	descent : approach landing : go around
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 415 flight time total : 6800 flight time type : 6000
ASRS Report	123666
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 185 flight time total : 5500 flight time type : 650
ASRS Report	123668
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure other anomaly other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : declared emergency flight crew : regained aircraft control other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Partial loss of aircraft control during go around from non stabilized approach. Aircraft on 3 engines following a precautionary in-flight engine shutdown.