During a high workload environment while landing at den; with changing weather and winds; the crew l...

Narrative:

On approach in denver there were thunderstorms in the area. About 45 minutes out from arrival; denver was landing on runways 25 and 26 due to strong winds out of the west. Upon getting close to the airport; within 30 minutes; the winds had shifted and were around 200 degrees. This caused the airport to change to using the south runways. For our flight they offered runways 16R or 16L. The crew elected for runway 16R. ATC notified the crew that it would be a short approach. The crew turned final for runway 16R in a wide turn. On about a 2 - 3 mile final; ATC stated the wind was now 310 at 22 and to state intentions. The captain (PF) told the first officer (pm) to let ATC know of our intent to land. We continued on the approach and ATC updated the winds to 310 at 23 and asked if we could accept that. The pm acknowledged we could and that we were going to land. We got our landing clearance with the winds of 310 at 26. We landed on runway 16R. On the taxi in the first officer did his after landing flow and noticed the brakes on the left gear were in the amber cautionary range. He let the captain know and we continued the taxi. The temps quickly climbed and we got an EICAS message regarding a break temp overheat. The captain stopped the plane and called for the QRH. After running the QRH they continued to monitor the break temps which continued to climb. With the temperatures continuing to climb well above normal; the captain elected to have fire trucks dispatched to the aircraft in case the high temps might lead to a fire. The fire trucks came to the aircraft and after monitoring the situation; the temps started to come down and the fire lead gave us the all clear. We taxied into the gate without further incident. As a jump seater I should have let the crew know of their situation of landing with a tail wind outside the limitations of the aircraft. The event could have been prevented by executing a go around and then electing to use a different runway that would have been within the limitations of the aircraft.

Original NASA ASRS Text

Title: During a high workload environment while landing at DEN; with changing weather and winds; the crew landed with a tailwind in excess of limitations which resulted in hot brakes.

Narrative: On approach in Denver there were thunderstorms in the area. About 45 minutes out from arrival; Denver was landing on Runways 25 and 26 due to strong winds out of the west. Upon getting close to the airport; within 30 minutes; the winds had shifted and were around 200 degrees. This caused the airport to change to using the south runways. For our flight they offered runways 16R or 16L. The crew elected for runway 16R. ATC notified the crew that it would be a short approach. The crew turned final for runway 16R in a wide turn. On about a 2 - 3 mile final; ATC stated the wind was now 310 at 22 and to state intentions. The captain (PF) told the first officer (PM) to let ATC know of our intent to land. We continued on the approach and ATC updated the winds to 310 at 23 and asked if we could accept that. The PM acknowledged we could and that we were going to land. We got our landing clearance with the winds of 310 at 26. We landed on runway 16R. On the taxi in the First Officer did his after landing flow and noticed the brakes on the left gear were in the amber cautionary range. He let the Captain know and we continued the taxi. The temps quickly climbed and we got an EICAS message regarding a break temp overheat. The captain stopped the plane and called for the QRH. After running the QRH they continued to monitor the break temps which continued to climb. With the temperatures continuing to climb well above normal; the captain elected to have fire trucks dispatched to the aircraft in case the high temps might lead to a fire. The fire trucks came to the aircraft and after monitoring the situation; the temps started to come down and the fire lead gave us the all clear. We taxied into the gate without further incident. As a jump seater I should have let the crew know of their situation of landing with a tail wind outside the limitations of the aircraft. The event could have been prevented by executing a go around and then electing to use a different runway that would have been within the limitations of the aircraft.

Data retrieved from NASA's ASRS site 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	1275084
Time
Date	201506
Local Time Of Day	1801-2400
Place
Locale Reference	DEN.Airport
State Reference	CO
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	Medium Large Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Landing
Flight Plan	IFR
Person 1
Function	Other / Unknown
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Published Material / Policy Deviation - Procedural FAR Deviation - Procedural Clearance Inflight Event / Encounter Weather / Turbulence

During a high workload environment while landing at den; with changing weather and winds; the crew landed with a tailwind in excess of limitations which resulted in hot brakes.