Narrative:

Arriving in dfw we there informed by approach to expect the visual to 17L. Once we passed dietz and began the downwind; approach switched our runway to 17C. Up until this point; 17C was being used for departures because of construction on 17R. We were given a descent to 8000 which came later on the downwind than usual and flying the last published speed of 220 KIAS. We were given a descent to 5000 and a turn to 270 as a base leg. We crossed over traffic for 17L and were given a turn to 210 to join the localizer. The pilot monitoring (pm) pointed out to the pilot flying (PF) that this was how unstable approaches began. Our intercept was between penny and zingg; approximately 12 DME. It was apparent to us that the turn was given too late and we were going to go through the localizer while still in the turn. We continued our turn back toward the localizer. Approach give us a heading of 150 to re-intercept the localizer. We were given a descent to 3000 and then cleared for the visual and told to contact tower. At this point we initiated a descent and deceleration with the PF using the flight spoilers to get back on profile. When the pm contacted tower; we were inside zingg above 4000 feet and slowing to 200 KIAS to configure. When we checked in with tower; they requested we slow to accommodate two departures prior to our arrival. We got the aircraft below 200 KIAS and the PF called for flaps 8 and flaps 20. With airspeed slowing; the PF began to concentrate on altitude (we were still 1000 feet high). Tower stated; 'you must slow down.' to which the pm responded; 'we are trying; sir.' the PF called for the gear down and flaps 30. We had to wait for the aircraft to slow 10 knots to move the flaps to 30. The aircraft began to decelerate more and was approaching glideslope. The PF called for flaps 45 and began to add power to reduce the descent rate and maintain glideslope. As we hit 1000 AGL; the PF called 'stable' and then 'sink rate' was announced by the GPWS. The PF executed the correct response by pitching up and adding power. This was followed by the stick shaker activating and the pm noticing a descent rate of 2100 FPM. The pm called for a go around and the PF began the call outs and required maneuvers. The pm called tower with notification of the go-around. Tower issued instructions for a turn to 130 and a climb to 2000. As the pm was following up the go-around instructions; he pushed the flight spoilers from full to zero. The pm got the flight computer plan set up and autopilot re-engaged. On the climb; the aircraft climbed to 2400 feet before it returned back to 2000. We were given further vectors and landed without incident on 17L.the first threat was dfw airport in a non-standard runway operation due to construction. The second threat was being given a runway change while established on the downwind. The third threat was approach's attempt to 'stuff' us in on 17C while still launching aircraft off of that runway. The fourth threat was delayed and ineffective instructions by approach. The fifth threat was having a first trip IOE trainee attempt to salvage an approach that was already outside normal parameters.don't let ATC push one into an approach that hasn't been briefed. Notice much earlier when things begin to turn for the worse and execute an escape action much sooner.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported receiving a late runway change from ATC during arrival to DFW that resulted in an unstable approach and a go-around.

Narrative: Arriving in DFW we there informed by approach to expect the Visual to 17L. Once we passed DIETZ and began the downwind; Approach switched our runway to 17C. Up until this point; 17C was being used for departures because of construction on 17R. We were given a descent to 8000 which came later on the downwind than usual and flying the last published speed of 220 KIAS. We were given a descent to 5000 and a turn to 270 as a base leg. We crossed over traffic for 17L and were given a turn to 210 to join the localizer. The Pilot Monitoring (PM) pointed out to the Pilot Flying (PF) that this was how unstable approaches began. Our intercept was between PENNY and ZINGG; approximately 12 DME. It was apparent to us that the turn was given too late and we were going to go through the localizer while still in the turn. We continued our turn back toward the localizer. Approach give us a heading of 150 to re-intercept the localizer. We were given a descent to 3000 and then cleared for the visual and told to contact Tower. At this point we initiated a descent and deceleration with the PF using the Flight Spoilers to get back on profile. When the PM contacted tower; we were inside ZINGG above 4000 feet and slowing to 200 KIAS to configure. When we checked in with Tower; they requested we slow to accommodate two departures prior to our arrival. We got the aircraft below 200 KIAS and the PF called for Flaps 8 and Flaps 20. With airspeed slowing; the PF began to concentrate on altitude (we were still 1000 feet high). Tower stated; 'You must slow down.' To which the PM responded; 'We are trying; sir.' The PF called for the Gear Down and Flaps 30. We had to wait for the aircraft to slow 10 knots to move the flaps to 30. The aircraft began to decelerate more and was approaching glideslope. The PF called for Flaps 45 and began to add power to reduce the descent rate and maintain glideslope. As we hit 1000 AGL; the PF called 'Stable' and then 'Sink Rate' was announced by the GPWS. The PF executed the correct response by pitching up and adding power. This was followed by the stick shaker activating and the PM noticing a descent rate of 2100 FPM. The PM called for a go around and the PF began the call outs and required maneuvers. The PM called tower with notification of the go-around. Tower issued instructions for a turn to 130 and a climb to 2000. As the PM was following up the go-around instructions; he pushed the Flight Spoilers from Full to Zero. The PM got the Flight Computer Plan set up and autopilot re-engaged. On the climb; the aircraft climbed to 2400 feet before it returned back to 2000. We were given further vectors and landed without incident on 17L.The first threat was DFW airport in a non-standard runway operation due to construction. The second threat was being given a runway change while established on the downwind. The third threat was Approach's attempt to 'stuff' us in on 17C while still launching aircraft off of that runway. The fourth threat was delayed and ineffective instructions by approach. The fifth threat was having a first trip IOE trainee attempt to salvage an approach that was already outside normal parameters.Don't let ATC push one into an approach that hasn't been briefed. Notice much earlier when things begin to turn for the worse and execute an escape action much sooner.

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.