Narrative:

International relief officer complacency. I was more experienced on the 767 than either the captain or first officer. We arrived. At 265000 pounds heavy, due to overfueling back at gatwick. Maximum landing (normal) is 278000 pounds. Captain was a 'strong/authoritative' type. I concluded he was competent, that we were in 'good hands' but jet lag can muddle any pilot's performance. ATC cleared us runway 32, the shortest option. If I had been in front, I would've suggested we request runway 28L/right -- better choices at our weight. If I had been flying, I would've insisted on one of the runway 28's for safety sake. But I said nothing, and the captain accepted runway 32 without comment. Slight mishandling by ATC put us close and high, demanding aggressive pilotage by the captain. The captain was behind the aircraft and slow to configure. By the time we passed 1000 ft we were anything but stabilized: idle, 2 dots high, not fully deployed flaps, plus 35 KTS. Plus, recall we were heavy, and heavy jets have lots of inertia -- slow to slow down. Had I been flying I would've given up the approach and gone around. But there I sat back in the international relief officer seat, overpaid and underemployed, not saying 'boo.' I remember thinking, 'boy, this is going to be interesting....' and it was -- frighteningly so. (Also, I fell back on the old, 'he must know something I don't' -- he didn't!) we zoomed past the threshold at 160 KTS, the captain couldn't seem to get the wheels on the ground. We passed 3000 ft still 6 ft in the air, floating, still at 150-145 KTS! Finally, in desperation, the captain raised the flaps to 20 degrees (actually, a good piece of airmanship), we sank down to a touchdown at 3500-3000 ft remaining at 145 KTS. The first officer's mantra: 'binders! Binders! Binders!' maximum braking -- or close to it -- brought us to an amazingly quick stop. Thank you, boeing. Thank you, maintenance. Thank you, lord. We lost 100 KTS in about 1500 ft and mercifully made the turnoff. If you've ever seen the north end of runway 32 at pit, well, it makes laguardia look like a nice option. Anyhow, while initially tempted to blame the captain, I quickly realized I shared the blame. No cockpit resource management from me on this approach! The captain needed my input ('go around!' for example) and I was silent. I conclude with this famous saying (approximately rendition): 'in the silence of good men, evil flourishes.' and a boeing 767 off the end of runway 32 at pit would've been an evil, ugly thing!

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Original NASA ASRS Text

Title: AN ACR FO BARES HIS SOUL REGARDING HIS LACK OF HELP IN AN UNSTABILIZED PACH SIT.

Narrative: IRO COMPLACENCY. I WAS MORE EXPERIENCED ON THE 767 THAN EITHER THE CAPT OR FO. WE ARRIVED. AT 265000 LBS HVY, DUE TO OVERFUELING BACK AT GATWICK. MAX LNDG (NORMAL) IS 278000 LBS. CAPT WAS A 'STRONG/AUTHORITATIVE' TYPE. I CONCLUDED HE WAS COMPETENT, THAT WE WERE IN 'GOOD HANDS' BUT JET LAG CAN MUDDLE ANY PLT'S PERFORMANCE. ATC CLRED US RWY 32, THE SHORTEST OPTION. IF I HAD BEEN IN FRONT, I WOULD'VE SUGGESTED WE REQUEST RWY 28L/R -- BETTER CHOICES AT OUR WT. IF I HAD BEEN FLYING, I WOULD'VE INSISTED ON ONE OF THE RWY 28'S FOR SAFETY SAKE. BUT I SAID NOTHING, AND THE CAPT ACCEPTED RWY 32 WITHOUT COMMENT. SLIGHT MISHANDLING BY ATC PUT US CLOSE AND HIGH, DEMANDING AGGRESSIVE PILOTAGE BY THE CAPT. THE CAPT WAS BEHIND THE ACFT AND SLOW TO CONFIGURE. BY THE TIME WE PASSED 1000 FT WE WERE ANYTHING BUT STABILIZED: IDLE, 2 DOTS HIGH, NOT FULLY DEPLOYED FLAPS, PLUS 35 KTS. PLUS, RECALL WE WERE HVY, AND HVY JETS HAVE LOTS OF INERTIA -- SLOW TO SLOW DOWN. HAD I BEEN FLYING I WOULD'VE GIVEN UP THE APCH AND GONE AROUND. BUT THERE I SAT BACK IN THE IRO SEAT, OVERPAID AND UNDEREMPLOYED, NOT SAYING 'BOO.' I REMEMBER THINKING, 'BOY, THIS IS GOING TO BE INTERESTING....' AND IT WAS -- FRIGHTENINGLY SO. (ALSO, I FELL BACK ON THE OLD, 'HE MUST KNOW SOMETHING I DON'T' -- HE DIDN'T!) WE ZOOMED PAST THE THRESHOLD AT 160 KTS, THE CAPT COULDN'T SEEM TO GET THE WHEELS ON THE GND. WE PASSED 3000 FT STILL 6 FT IN THE AIR, FLOATING, STILL AT 150-145 KTS! FINALLY, IN DESPERATION, THE CAPT RAISED THE FLAPS TO 20 DEGS (ACTUALLY, A GOOD PIECE OF AIRMANSHIP), WE SANK DOWN TO A TOUCHDOWN AT 3500-3000 FT REMAINING AT 145 KTS. THE FO'S MANTRA: 'BINDERS! BINDERS! BINDERS!' MAX BRAKING -- OR CLOSE TO IT -- BROUGHT US TO AN AMAZINGLY QUICK STOP. THANK YOU, BOEING. THANK YOU, MAINT. THANK YOU, LORD. WE LOST 100 KTS IN ABOUT 1500 FT AND MERCIFULLY MADE THE TURNOFF. IF YOU'VE EVER SEEN THE N END OF RWY 32 AT PIT, WELL, IT MAKES LAGUARDIA LOOK LIKE A NICE OPTION. ANYHOW, WHILE INITIALLY TEMPTED TO BLAME THE CAPT, I QUICKLY REALIZED I SHARED THE BLAME. NO COCKPIT RESOURCE MGMNT FROM ME ON THIS APCH! THE CAPT NEEDED MY INPUT ('GAR!' FOR EXAMPLE) AND I WAS SILENT. I CONCLUDE WITH THIS FAMOUS SAYING (APPROX RENDITION): 'IN THE SILENCE OF GOOD MEN, EVIL FLOURISHES.' AND A BOEING 767 OFF THE END OF RWY 32 AT PIT WOULD'VE BEEN AN EVIL, UGLY THING!

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.