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B737-900 first officer reported landing long following an unstabilized approach with minimum fuel to a tailwind environment at sea.
| Attributes | |
| ACN | 1296985 |
| Time | |
| Date | 201509 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | SEA.Airport |
| State Reference | WA |
| Environment | |
| Flight Conditions | IMC |
| Aircraft 1 | |
| Make Model Name | B737-900 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Landing |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Ground Event / Encounter Other / Unknown Inflight Event / Encounter Fuel Issue Inflight Event / Encounter Unstabilized Approach Inflight Event / Encounter Weather / Turbulence |
Narrative:
Uneventful flight to sea until 250 NM south sea. Sea weather became a factor with vectors for delays anticipated. No flow times or expected delay time issued. Before getting slowed down and delay vectors; fuel at sea predicted to be 6.5. Sea weather 220/18g23 10nm -right 1800 broken 2200 ovc 29.90. PF programmed and briefed 30 flap landing with 150 vref. +5 set for additive.extensive slow down and delay vectors resulted in arrival fuel [calculated 100 NM south of sea] with 5.5 arrival fuel. Descent via HAWKZ4 landing 16R. Descent via normal hawkz profile/speeds. At FL200 updated ATIS to 'M'. Sea weather 300/0 10nm -right 800 ovc 29.94. I commented that frontal passage had occurred and that the winds had shifted. Both pilots set the CAT 1 minimums of 615 feet.extended downwind vectoring to approximately 28 NM. Turned final and issued approach clearance. Switched [to] tower and reported 2.5 outside finka. Issued landing clearance with winds 300/3. No other PIREPS or braking action reports were given. At 1;800 feet MSL wind observed at 330/15; at 1;000 feet winds 330/22. Airspeed 160 KIAS and going high on glide slope. Rate of descent increased to 1;100 FPM and airspeed 165 KIAS with sink rate warning and 2 dots high on glide path. Continued approach.began flare at 40 feet AGL aircraft floated and touched down at approximately mid field at 150 KIAS. Speed brakes deployed and maximum braking and reverse applied. Good deceleration until reaching the last 1;500 feet of runway at approximately 80 KIAS. Continued max stopping effort with intermittent brake releases by anti-skid system. Achieved taxi speed in last 200-400 feet of runway remaining. Landing fuel 5.2 on gauge. Gave PIREP to tower controller. Tower initiated runway change.the combination of rapidly changing weather conditions and low fuel state resulted in pressure to get the airplane on the ground despite unstable approach parameters. Pilot monitoring should have directed a go-around when excessive rate of descent became necessary to salvage the approach. A go around with the anticipated runway change would have probably resulted in a minimum or emergency fuel situation. After our PIREP to tower; airport flow shifted to north flow.
Original NASA ASRS Text
Title: B737-900 FO reported landing long following an unstabilized approach with minimum fuel to a tailwind environment at SEA.
Narrative: Uneventful flight to SEA until 250 NM south SEA. SEA weather became a factor with vectors for delays anticipated. No flow times or expected delay time issued. Before getting slowed down and delay vectors; fuel at SEA predicted to be 6.5. SEA weather 220/18G23 10nm -R 1800 BKN 2200 OVC 29.90. PF programmed and briefed 30 Flap landing with 150 Vref. +5 set for additive.Extensive slow down and delay vectors resulted in arrival fuel [calculated 100 NM south of SEA] with 5.5 arrival fuel. Descent via HAWKZ4 landing 16R. Descent via normal HAWKZ profile/speeds. At FL200 updated ATIS to 'M'. SEA weather 300/0 10nm -R 800 OVC 29.94. I commented that frontal passage had occurred and that the winds had shifted. Both pilots set the CAT 1 minimums of 615 feet.Extended downwind vectoring to approximately 28 NM. Turned final and issued approach clearance. Switched [to] Tower and reported 2.5 outside FINKA. Issued landing clearance with winds 300/3. No other PIREPS or braking action reports were given. At 1;800 feet MSL wind observed at 330/15; at 1;000 feet winds 330/22. Airspeed 160 KIAS and going high on glide slope. Rate of descent increased to 1;100 FPM and airspeed 165 KIAS with sink rate warning and 2 dots high on glide path. Continued approach.Began flare at 40 feet AGL aircraft floated and touched down at approximately mid field at 150 KIAS. Speed Brakes deployed and MAX braking and reverse applied. Good deceleration until reaching the last 1;500 feet of runway at approximately 80 KIAS. Continued max stopping effort with intermittent brake releases by anti-skid system. Achieved taxi speed in last 200-400 feet of runway remaining. Landing fuel 5.2 on gauge. Gave PIREP to Tower Controller. Tower initiated runway change.The combination of rapidly changing weather conditions and low fuel state resulted in pressure to get the airplane on the ground despite unstable approach parameters. Pilot monitoring should have directed a go-around when excessive rate of descent became necessary to salvage the approach. A go around with the anticipated runway change would have probably resulted in a minimum or emergency fuel situation. After our PIREP to Tower; airport flow shifted to north flow.
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.