Narrative:

I have been flying DC9/MD80 aircraft for the previous 9 months. I went through a requalification on the 767 consisting of a simulator pc check and a 1 leg line check. The line check was a night landing at sfo. The descent into sfo was down a GS from about 30 mi out. On my second leg back on the 767, I was going into bos in visual daytime conditions. There was an FAA air carrier operations inspector riding in the jump seat. I was landing on 4R and was turned onto a right down wind. I was turned to crosswind about 4 mi from the marker at 4000 ft. There was a commuter landing on 4L and he was pointed out to us. We could not see him off my left because of the right turn. We could not get lower and was told to maintain 190 KTS and then cleared to intercept the localizer. I was again told to maintain '190 KTS for as long as possible. I was then cleared for visual after reporting the airport in sight and was told to maintain 170 KTS until a 5 mi final. The problem by now had formed. I was high and fast in an airplane that is very clean and difficult to go down and slow down. I slowed to 30 degrees flap speed of 162 KTS and descended in gear down, flaps 30 degrees confign at 162 KTS. From about 4000 ft until I returned to the GS at approximately 600 ft AGL. I was on GS, in a stable in-trim condition with the vsi of less than 1000 FPM sink rate by 500 ft AGL. But I was at a speed of bug plus 25 KTS. With the speed decreasing only slightly, I estimate crossing the threshold at bug plus 15-20 KTS. I landed smoothly in the touchdown area and was able to turn off well before the runway end with normal braking. This approach would not have been a problem in the DC9 aircraft. Because of my lack of recent flying in this type of aircraft, I should not have let approach control put me into this position. My future considerations: what I perceived visually from flying the DC9 type of airplanes influenced my decision to continue this visual approach in a high and fast confign. I do not feel a one leg line check at night is sufficient after not flying this very different type of aircraft for over 9 months. I will be more aware of being caught high because of the necessity of seeing other aircraft before being allowed to descend when making visual approachs. I will refuse to comply with approach controls request for speeds that make these types of approachs difficult because of the flap speeds of this aircraft. If I am not on the GS when I pass the OM when I have a flight attendant inspector in the jump seat, I will request a 360 degree turn or make a missed approach.

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Original NASA ASRS Text

Title: DESTABILIZED APCH IN A NIGHT OP IN AN ACR WDB.

Narrative: I HAVE BEEN FLYING DC9/MD80 ACFT FOR THE PREVIOUS 9 MONTHS. I WENT THROUGH A REQUALIFICATION ON THE 767 CONSISTING OF A SIMULATOR PC CHK AND A 1 LEG LINE CHK. THE LINE CHK WAS A NIGHT LNDG AT SFO. THE DSCNT INTO SFO WAS DOWN A GS FROM ABOUT 30 MI OUT. ON MY SECOND LEG BACK ON THE 767, I WAS GOING INTO BOS IN VISUAL DAYTIME CONDITIONS. THERE WAS AN FAA ACR OPS INSPECTOR RIDING IN THE JUMP SEAT. I WAS LNDG ON 4R AND WAS TURNED ONTO A R DOWN WIND. I WAS TURNED TO XWIND ABOUT 4 MI FROM THE MARKER AT 4000 FT. THERE WAS A COMMUTER LNDG ON 4L AND HE WAS POINTED OUT TO US. WE COULD NOT SEE HIM OFF MY L BECAUSE OF THE R TURN. WE COULD NOT GET LOWER AND WAS TOLD TO MAINTAIN 190 KTS AND THEN CLRED TO INTERCEPT THE LOC. I WAS AGAIN TOLD TO MAINTAIN '190 KTS FOR AS LONG AS POSSIBLE. I WAS THEN CLRED FOR VISUAL AFTER RPTING THE ARPT IN SIGHT AND WAS TOLD TO MAINTAIN 170 KTS UNTIL A 5 MI FINAL. THE PROB BY NOW HAD FORMED. I WAS HIGH AND FAST IN AN AIRPLANE THAT IS VERY CLEAN AND DIFFICULT TO GO DOWN AND SLOW DOWN. I SLOWED TO 30 DEGS FLAP SPD OF 162 KTS AND DSNDED IN GEAR DOWN, FLAPS 30 DEGS CONFIGN AT 162 KTS. FROM ABOUT 4000 FT UNTIL I RETURNED TO THE GS AT APPROX 600 FT AGL. I WAS ON GS, IN A STABLE IN-TRIM CONDITION WITH THE VSI OF LESS THAN 1000 FPM SINK RATE BY 500 FT AGL. BUT I WAS AT A SPD OF BUG PLUS 25 KTS. WITH THE SPD DECREASING ONLY SLIGHTLY, I ESTIMATE CROSSING THE THRESHOLD AT BUG PLUS 15-20 KTS. I LANDED SMOOTHLY IN THE TOUCHDOWN AREA AND WAS ABLE TO TURN OFF WELL BEFORE THE RWY END WITH NORMAL BRAKING. THIS APCH WOULD NOT HAVE BEEN A PROB IN THE DC9 ACFT. BECAUSE OF MY LACK OF RECENT FLYING IN THIS TYPE OF ACFT, I SHOULD NOT HAVE LET APCH CTL PUT ME INTO THIS POS. MY FUTURE CONSIDERATIONS: WHAT I PERCEIVED VISUALLY FROM FLYING THE DC9 TYPE OF AIRPLANES INFLUENCED MY DECISION TO CONTINUE THIS VISUAL APCH IN A HIGH AND FAST CONFIGN. I DO NOT FEEL A ONE LEG LINE CHK AT NIGHT IS SUFFICIENT AFTER NOT FLYING THIS VERY DIFFERENT TYPE OF ACFT FOR OVER 9 MONTHS. I WILL BE MORE AWARE OF BEING CAUGHT HIGH BECAUSE OF THE NECESSITY OF SEEING OTHER ACFT BEFORE BEING ALLOWED TO DSND WHEN MAKING VISUAL APCHS. I WILL REFUSE TO COMPLY WITH APCH CTLS REQUEST FOR SPEEDS THAT MAKE THESE TYPES OF APCHS DIFFICULT BECAUSE OF THE FLAP SPEEDS OF THIS ACFT. IF I AM NOT ON THE GS WHEN I PASS THE OM WHEN I HAVE A FA INSPECTOR IN THE JUMP SEAT, I WILL REQUEST A 360 DEG TURN OR MAKE A MISSED APCH.

Data retrieved from NASA's ASRS site as of July 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.