Narrative:

WX cavu, wind 310 degrees 6 KTS, runway 23L 10000 ft on dry concrete. While on final approach with aircraft fully configured and engines spooled at 500 ft AGL airspeed was 146 KIAS (target plus 12, reference plus 17) at about 2 NM from touchdown. PNF called out to PF: 'we're a little fast.' at touchdown airspeed was 144 KIAS (target plus 10 degrees, reference plus 15). PF had made a small power airspeed correction between 500 ft AGL and touchdown, but not an aggressive one due to possibility of a go around caused by late rolling B737 departing runway 23L prior to our landing. Touchdown and rollout were normal and entire crew was satisfied with rock-solid, steady, stable approach. However, we had an FAA aci aboard who stated that, technically speaking (per fom), it was not a 'stabilized' approach (target plus or minus 5 KTS below 500 ft AGL). When we argued that we were stable (and correcting) but just a little fast (thinking go around option), he threatened to 'violate' us, presumably for not getting the picture for his particular sensitivity to airspeed. This particular aci has a well- known prior reputation for picayune detail that completely obviates his credibility as an aci worthy of respect on line operation matters. I have discussed this incident with standards capts, flight mgrs and fleet mgrs: all concur with that assessment, and particularly as it applies to the parameters of our flight.

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Original NASA ASRS Text

Title: DURING FINAL APCH, PF, FO, HELD AN EXTRA 10 KTS OF AIRSPD IN ANTICIPATION OF A POSSIBLE GAR. FLC RPTRS CLAIM THAT THE APCH WAS VERY STABLE. AN ACI ON BOARD TOOK EXCEPTION AND TOLD THEM THAT THE APCH WAS UNSTABLE BECAUSE OF THE EXCESS AIRSPD. ARGUMENT ENSUED AND ACI THREATENED VIOLATIONS.

Narrative: WX CAVU, WIND 310 DEGS 6 KTS, RWY 23L 10000 FT ON DRY CONCRETE. WHILE ON FINAL APCH WITH ACFT FULLY CONFIGURED AND ENGS SPOOLED AT 500 FT AGL AIRSPD WAS 146 KIAS (TARGET PLUS 12, REF PLUS 17) AT ABOUT 2 NM FROM TOUCHDOWN. PNF CALLED OUT TO PF: 'WE'RE A LITTLE FAST.' AT TOUCHDOWN AIRSPD WAS 144 KIAS (TARGET PLUS 10 DEGS, REF PLUS 15). PF HAD MADE A SMALL PWR AIRSPD CORRECTION BTWN 500 FT AGL AND TOUCHDOWN, BUT NOT AN AGGRESSIVE ONE DUE TO POSSIBILITY OF A GAR CAUSED BY LATE ROLLING B737 DEPARTING RWY 23L PRIOR TO OUR LNDG. TOUCHDOWN AND ROLLOUT WERE NORMAL AND ENTIRE CREW WAS SATISFIED WITH ROCK-SOLID, STEADY, STABLE APCH. HOWEVER, WE HAD AN FAA ACI ABOARD WHO STATED THAT, TECHNICALLY SPEAKING (PER FOM), IT WAS NOT A 'STABILIZED' APCH (TARGET PLUS OR MINUS 5 KTS BELOW 500 FT AGL). WHEN WE ARGUED THAT WE WERE STABLE (AND CORRECTING) BUT JUST A LITTLE FAST (THINKING GAR OPTION), HE THREATENED TO 'VIOLATE' US, PRESUMABLY FOR NOT GETTING THE PICTURE FOR HIS PARTICULAR SENSITIVITY TO AIRSPD. THIS PARTICULAR ACI HAS A WELL- KNOWN PRIOR REPUTATION FOR PICAYUNE DETAIL THAT COMPLETELY OBVIATES HIS CREDIBILITY AS AN ACI WORTHY OF RESPECT ON LINE OP MATTERS. I HAVE DISCUSSED THIS INCIDENT WITH STANDARDS CAPTS, FLT MGRS AND FLEET MGRS: ALL CONCUR WITH THAT ASSESSMENT, AND PARTICULARLY AS IT APPLIES TO THE PARAMETERS OF OUR FLT.

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.