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An airbus 319 during go around maneuver has brief flap limit overspd excursion due to throttle levers not positioned correctly by crew.
| Attributes | |
| ACN | 512293 |
| Time | |
| Date | 200105 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : lga.airport |
| State Reference | NY |
| Altitude | msl single value : 2000 |
| Environment | |
| Flight Conditions | Mixed |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon tower : lga.tower |
| Operator | common carrier : air carrier |
| Make Model Name | A319 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 118 flight time total : 9023 flight time type : 151 |
| ASRS Report | 512293 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : atp pilot : cfi pilot : flight engineer |
| Experience | flight time last 90 days : 150 flight time total : 5000 flight time type : 1000 |
| ASRS Report | 511925 |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : airspeed indicator other flight crewa other flight crewb |
| Resolutory Action | controller : issued new clearance none taken : detected after the fact |
| Consequence | other other |
| Supplementary | |
| Problem Areas | FAA Chart Or Publication Aircraft Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
After joining the localizer for the lga ILS runway 22 at approximately XA45 on may/xa/01, the approach controller elected to vector us off the ILS for spacing. At this point we were approximately 12 mi from lga and were given a right turn, followed by a left turn back through the localizer, and finally another right turn to join the ILS. We were almost abeam the FAF and above the GS by full deflection. This was obviously outside of our parameters to conduct a stabilized approach as per our fom, etc. The controller noticed this as well and asked if we would like to cancel the approach and try again. We agreed. The controller cleared us to maintain 2000 ft and turn right heading 320 degrees. I initiated a go around procedure, made the appropriate callouts, but inadvertently set the thrust levers in the wrong detent causing a rapid increase in airspeed which resulted in a brief flap overspd and also caused the aircraft to exceed 250 KTS. We also momentarily climbed above 2000 ft MSL. The FCU speed setting had no effect due to my mistake with the thrust levers, so I pulled the thrust levers to idle, disconnecting the autothrust, and slowing back down to an appropriate speed and altitude. As I debriefed with the first officer, I told him I did not believe I set the power correctly which is why the engines went to maximum continuous and would not heed our speed requests via the FCU. He agreed this was the possible culprit but he did not directly notice which detent I had selected. Callback conversation with reporter revealed the following information: the reporter stated after the go around mode was activated the engines spooled up and the airspeed increased and the throttles were retarded 1 click. The reporter said the speed continued to increase and briefly exceeded the flap overspd limit due to the autothrottle remaining in go around mode. The reporter said the throttles were retarded 1 additional click to put the autothrottle in speed select mode. The reporter stated the throttles must be retarded 2 clicks to drop out of the go around mode.
Original NASA ASRS Text
Title: AN AIRBUS 319 DURING GAR MANEUVER HAS BRIEF FLAP LIMIT OVERSPD EXCURSION DUE TO THROTTLE LEVERS NOT POSITIONED CORRECTLY BY CREW.
Narrative: AFTER JOINING THE LOC FOR THE LGA ILS RWY 22 AT APPROX XA45 ON MAY/XA/01, THE APCH CTLR ELECTED TO VECTOR US OFF THE ILS FOR SPACING. AT THIS POINT WE WERE APPROX 12 MI FROM LGA AND WERE GIVEN A R TURN, FOLLOWED BY A L TURN BACK THROUGH THE LOC, AND FINALLY ANOTHER R TURN TO JOIN THE ILS. WE WERE ALMOST ABEAM THE FAF AND ABOVE THE GS BY FULL DEFLECTION. THIS WAS OBVIOUSLY OUTSIDE OF OUR PARAMETERS TO CONDUCT A STABILIZED APCH AS PER OUR FOM, ETC. THE CTLR NOTICED THIS AS WELL AND ASKED IF WE WOULD LIKE TO CANCEL THE APCH AND TRY AGAIN. WE AGREED. THE CTLR CLRED US TO MAINTAIN 2000 FT AND TURN R HDG 320 DEGS. I INITIATED A GAR PROC, MADE THE APPROPRIATE CALLOUTS, BUT INADVERTENTLY SET THE THRUST LEVERS IN THE WRONG DETENT CAUSING A RAPID INCREASE IN AIRSPD WHICH RESULTED IN A BRIEF FLAP OVERSPD AND ALSO CAUSED THE ACFT TO EXCEED 250 KTS. WE ALSO MOMENTARILY CLBED ABOVE 2000 FT MSL. THE FCU SPD SETTING HAD NO EFFECT DUE TO MY MISTAKE WITH THE THRUST LEVERS, SO I PULLED THE THRUST LEVERS TO IDLE, DISCONNECTING THE AUTOTHRUST, AND SLOWING BACK DOWN TO AN APPROPRIATE SPD AND ALT. AS I DEBRIEFED WITH THE FO, I TOLD HIM I DID NOT BELIEVE I SET THE PWR CORRECTLY WHICH IS WHY THE ENGS WENT TO MAX CONTINUOUS AND WOULD NOT HEED OUR SPD REQUESTS VIA THE FCU. HE AGREED THIS WAS THE POSSIBLE CULPRIT BUT HE DID NOT DIRECTLY NOTICE WHICH DETENT I HAD SELECTED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED AFTER THE GAR MODE WAS ACTIVATED THE ENGS SPOOLED UP AND THE AIRSPD INCREASED AND THE THROTTLES WERE RETARDED 1 CLICK. THE RPTR SAID THE SPD CONTINUED TO INCREASE AND BRIEFLY EXCEEDED THE FLAP OVERSPD LIMIT DUE TO THE AUTOTHROTTLE REMAINING IN GAR MODE. THE RPTR SAID THE THROTTLES WERE RETARDED 1 ADDITIONAL CLICK TO PUT THE AUTOTHROTTLE IN SPD SELECT MODE. THE RPTR STATED THE THROTTLES MUST BE RETARDED 2 CLICKS TO DROP OUT OF THE GAR MODE.
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.