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B757 flight crew initiates speed reduction to stabilize aircraft prior to informing den of action required to stabilize approach confign.
| Attributes | |
| ACN | 459518 |
| Time | |
| Date | 200001 |
| Day | Sat |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : den.airport |
| State Reference | CO |
| Altitude | msl single value : 9000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : d01.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : approach |
| Route In Use | approach : visual arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 140 flight time total : 20000 flight time type : 700 |
| ASRS Report | 459518 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : instrument pilot : commercial |
| Events | |
| Anomaly | inflight encounter : weather non adherence : clearance non adherence other other anomaly other anomaly other |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : issued advisory other |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Weather ATC Human Performance Airspace Structure |
| Primary Problem | Flight Crew Human Performance |
Narrative:
Expecting visual approach to runway 16. Approach controller working 2 or more frequencys. While IMC, we were vectored to base leg with no notice of traffic sequence. We could see that we would be high as we were assigned 180 KIAS and had a 31 KT tailwind as we turned final. My first officer could not break in to advise that we were slowing to 160 KIAS, turning an 8 mi final so we could be stabilized by 500 ft AGL. When we finally got ATC's attention, the controller chided us for not telling him sooner of the speed change necessary for safe flight. This controller had poor situational awareness for 3 reasons 1) no notice of base turn so we could be in a reasonable position for this visual approach. 2) controller too busy working at least 2 approach sectors. We could not tell when other aircraft were transmitting on other frequencys. 3) due to factor #2, above controller did not understand or care about an approach where a plane is high on base leg and turning final with a 30 KT tailwind -- yielding a ground speed of 237 KTS until a 4.5 mi approach point. (Controller assigned us 180 KIAS until the OM.) all in all, this particular controller needs to spend some time in a jet airliner cockpit.
Original NASA ASRS Text
Title: B757 FLC INITIATES SPD REDUCTION TO STABILIZE ACFT PRIOR TO INFORMING DEN OF ACTION REQUIRED TO STABILIZE APCH CONFIGN.
Narrative: EXPECTING VISUAL APCH TO RWY 16. APCH CTLR WORKING 2 OR MORE FREQS. WHILE IMC, WE WERE VECTORED TO BASE LEG WITH NO NOTICE OF TFC SEQUENCE. WE COULD SEE THAT WE WOULD BE HIGH AS WE WERE ASSIGNED 180 KIAS AND HAD A 31 KT TAILWIND AS WE TURNED FINAL. MY FO COULD NOT BREAK IN TO ADVISE THAT WE WERE SLOWING TO 160 KIAS, TURNING AN 8 MI FINAL SO WE COULD BE STABILIZED BY 500 FT AGL. WHEN WE FINALLY GOT ATC'S ATTN, THE CTLR CHIDED US FOR NOT TELLING HIM SOONER OF THE SPD CHANGE NECESSARY FOR SAFE FLT. THIS CTLR HAD POOR SITUATIONAL AWARENESS FOR 3 REASONS 1) NO NOTICE OF BASE TURN SO WE COULD BE IN A REASONABLE POS FOR THIS VISUAL APCH. 2) CTLR TOO BUSY WORKING AT LEAST 2 APCH SECTORS. WE COULD NOT TELL WHEN OTHER ACFT WERE XMITTING ON OTHER FREQS. 3) DUE TO FACTOR #2, ABOVE CTLR DID NOT UNDERSTAND OR CARE ABOUT AN APCH WHERE A PLANE IS HIGH ON BASE LEG AND TURNING FINAL WITH A 30 KT TAILWIND -- YIELDING A GND SPD OF 237 KTS UNTIL A 4.5 MI APCH POINT. (CTLR ASSIGNED US 180 KIAS UNTIL THE OM.) ALL IN ALL, THIS PARTICULAR CTLR NEEDS TO SPEND SOME TIME IN A JET AIRLINER COCKPIT.
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.