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Air carrier captain reported a go-around at sea attributed to an above glide slope turn onto the ILS and an improper flap configuration on final.
| Attributes | |
| ACN | 1452942 |
| Time | |
| Date | 201705 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | SEA.Airport |
| State Reference | WA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Widebody Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Inflight Event / Encounter Unstabilized Approach |
Narrative:
During ILS approach sea runway 16L; I was distracted by above glide slope turn onto the ILS and traffic separation issue which resulted in an unstable approach to a go-around.above glide slope turn onto the ILS caused early extension of the landing gear which interrupted the normal flow of the before landing checklist. The marginal VFR conditions complicated concerns about sufficient landing separation creating an additional distraction. TCAS indicated 2.5 miles separation from the aircraft in front of us; so I asked tower for our interval. They responded; our separation was an aircraft 2 miles in front and 2 miles behind us. While sorting out the traffic separation issue; we inadvertently did not select flaps 35 (final landing configuration). Below 500 ft; we got an egpws aural call out; too low flaps. We executed an immediate go-around. The cause was human error; we were both distracted by the traffic issue and request to maintain 170 kts to the FAF.[recommend a] more conservative profile from ATC; better communication (tower referred to separation from an aircraft ahead of us going to the parallel runway 16R; causing confusion that was a major distraction); and improved checklist discipline (early gear extension disrupted before landing checklist). We made the correct decision to go-around.
Original NASA ASRS Text
Title: Air carrier Captain reported a go-around at SEA attributed to an above glide slope turn onto the ILS and an improper flap configuration on final.
Narrative: During ILS Approach SEA Runway 16L; I was distracted by above glide slope turn onto the ILS and traffic separation issue which resulted in an unstable approach to a go-around.Above glide slope turn onto the ILS caused early extension of the landing gear which interrupted the normal flow of the before landing checklist. The marginal VFR conditions complicated concerns about sufficient landing separation creating an additional distraction. TCAS indicated 2.5 miles separation from the aircraft in front of us; so I asked Tower for our interval. They responded; our separation was an aircraft 2 miles in front and 2 miles behind us. While sorting out the traffic separation issue; we inadvertently did not select flaps 35 (final landing configuration). Below 500 ft; we got an EGPWS aural call out; too low flaps. We executed an immediate go-around. The cause was human error; we were both distracted by the traffic issue and request to maintain 170 kts to the FAF.[Recommend a] more conservative profile from ATC; better communication (Tower referred to separation from an aircraft ahead of us going to the parallel runway 16R; causing confusion that was a major distraction); and improved checklist discipline (early gear extension disrupted Before Landing Checklist). We made the correct decision to go-around.
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.