Narrative:

I was captain and PNF on this flight approaching denver. We had departed the dandd 3 arrival and had been cleared for a visual approach to runway 35R from a right base entry at approximately 12 mi south of the airport. Just after accepting clearance for the visual approach, I was distraction by a series of amber annunciator lights on the overhead panel and the tripping of the yaw damper switch. It was apparent that we had suffered some type of electrical problem, but I was not immediately able to identify what the problem was. Apparently, the first officer and PF had become distraction as well, because I heard him exclaim concerning traffic which was then below us on approach to runway 35L. We had overshot both runway ctrlines. I coordinated with approach for a return to runway 35R and contacted tower. I elected to have the first officer continue the approach despite the lack of autospoilers and antiskid. The aircraft was relatively light. There was a headwind, and the runway length enabled a landing with minimal use of braking. The approach was stabilized and the landing uneventful. I am not happy about my inability to recognize a TR1 failure (I either did not spot the popped TR1 breaker on descent or it popped after I checked the breaker panels) and the subsequent loss of dc bus #1 on GS capture. I also take myself to task for letting the flight path degenerate into the runway 35L approach corridor. Fly the airplane!

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Original NASA ASRS Text

Title: AN A300 FLC HAS A POTENTIAL CONFLICT WITH TFC ON THE PARALLEL RWY ON AN OVERSHOOT OF RWY 35R DUE TO AN ACFT ELECTRICAL MALFUNCTION DURING THE VISUAL APCH TO DEN, CO.

Narrative: I WAS CAPT AND PNF ON THIS FLT APCHING DENVER. WE HAD DEPARTED THE DANDD 3 ARR AND HAD BEEN CLRED FOR A VISUAL APCH TO RWY 35R FROM A R BASE ENTRY AT APPROX 12 MI S OF THE ARPT. JUST AFTER ACCEPTING CLRNC FOR THE VISUAL APCH, I WAS DISTR BY A SERIES OF AMBER ANNUNCIATOR LIGHTS ON THE OVERHEAD PANEL AND THE TRIPPING OF THE YAW DAMPER SWITCH. IT WAS APPARENT THAT WE HAD SUFFERED SOME TYPE OF ELECTRICAL PROB, BUT I WAS NOT IMMEDIATELY ABLE TO IDENT WHAT THE PROB WAS. APPARENTLY, THE FO AND PF HAD BECOME DISTR AS WELL, BECAUSE I HEARD HIM EXCLAIM CONCERNING TFC WHICH WAS THEN BELOW US ON APCH TO RWY 35L. WE HAD OVERSHOT BOTH RWY CTRLINES. I COORDINATED WITH APCH FOR A RETURN TO RWY 35R AND CONTACTED TWR. I ELECTED TO HAVE THE FO CONTINUE THE APCH DESPITE THE LACK OF AUTOSPOILERS AND ANTISKID. THE ACFT WAS RELATIVELY LIGHT. THERE WAS A HEADWIND, AND THE RWY LENGTH ENABLED A LNDG WITH MINIMAL USE OF BRAKING. THE APCH WAS STABILIZED AND THE LNDG UNEVENTFUL. I AM NOT HAPPY ABOUT MY INABILITY TO RECOGNIZE A TR1 FAILURE (I EITHER DID NOT SPOT THE POPPED TR1 BREAKER ON DSCNT OR IT POPPED AFTER I CHKED THE BREAKER PANELS) AND THE SUBSEQUENT LOSS OF DC BUS #1 ON GS CAPTURE. I ALSO TAKE MYSELF TO TASK FOR LETTING THE FLT PATH DEGENERATE INTO THE RWY 35L APCH CORRIDOR. FLY THE AIRPLANE!

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.