Narrative:

Possible exceeding of stabilized approach. While on the olympia 2 arrival for seattle (runways 16), passed fourt intersection at 10000 ft MSL and 250 KIAS and on a heading of 340 degrees, ATC cleared us to 7000 ft. The first officer (PNF) asked how far we would be going out on final and ATC responded with a 15 mi final. I maintained the idle open descent at 250 KTS and a further descent clearance to 4000 ft. Was given by ATC the surface wind reported by ATIS was given as variable between 280-340 degrees at 7 KTS. However, I noticed that the current spot wind at altitude was out of the northwest in the area of 35 KTS. At approximately 10 mi we were given a right base turn which placed us high and fast. I started to configure the airplane by slowing and adding drag-gear and flaps to full on speed sch. I knew this approach would have to be flown at vapp +20 KTS 1600 in order to get down to GS altitude. At the target altitude of 1000 afe, at a point in the approach, I realized that the target would not be attainable but I was confident that by 500 ft afe we would be stabilized at 500 ft. I believe we were very close to the current 10 KT speed limit above vapp and that in hindsight we may have slightly exceeded that. However, it was my judgement that we were safe to continue and a normal landing on speed in the touchdown zone did occur. Contributing factors were the 250 KT speed and the approachs being conducted to runways 16.

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Original NASA ASRS Text

Title: A320 CAPT HAD DIFFICULTY MAKING A STABILIZED APCH DUE TO BEING TURNED ON FINAL APCH HIGH AND EARLY FOR A TAILWIND INCREASING THE INBOUND GND SPD AND NEEDING TO DSND AT A HIGHER RATE THAN NORMAL CAUSING A HIGHER AIRSPD THAN DESIRED.

Narrative: POSSIBLE EXCEEDING OF STABILIZED APCH. WHILE ON THE OLYMPIA 2 ARR FOR SEATTLE (RWYS 16), PASSED FOURT INTXN AT 10000 FT MSL AND 250 KIAS AND ON A HDG OF 340 DEGS, ATC CLRED US TO 7000 FT. THE FO (PNF) ASKED HOW FAR WE WOULD BE GOING OUT ON FINAL AND ATC RESPONDED WITH A 15 MI FINAL. I MAINTAINED THE IDLE OPEN DSCNT AT 250 KTS AND A FURTHER DSCNT CLRNC TO 4000 FT. WAS GIVEN BY ATC THE SURFACE WIND RPTED BY ATIS WAS GIVEN AS VARIABLE BTWN 280-340 DEGS AT 7 KTS. HOWEVER, I NOTICED THAT THE CURRENT SPOT WIND AT ALT WAS OUT OF THE NW IN THE AREA OF 35 KTS. AT APPROX 10 MI WE WERE GIVEN A R BASE TURN WHICH PLACED US HIGH AND FAST. I STARTED TO CONFIGURE THE AIRPLANE BY SLOWING AND ADDING DRAG-GEAR AND FLAPS TO FULL ON SPD SCH. I KNEW THIS APCH WOULD HAVE TO BE FLOWN AT VAPP +20 KTS 1600 IN ORDER TO GET DOWN TO GS ALT. AT THE TARGET ALT OF 1000 AFE, AT A POINT IN THE APCH, I REALIZED THAT THE TARGET WOULD NOT BE ATTAINABLE BUT I WAS CONFIDENT THAT BY 500 FT AFE WE WOULD BE STABILIZED AT 500 FT. I BELIEVE WE WERE VERY CLOSE TO THE CURRENT 10 KT SPD LIMIT ABOVE VAPP AND THAT IN HINDSIGHT WE MAY HAVE SLIGHTLY EXCEEDED THAT. HOWEVER, IT WAS MY JUDGEMENT THAT WE WERE SAFE TO CONTINUE AND A NORMAL LNDG ON SPD IN THE TOUCHDOWN ZONE DID OCCUR. CONTRIBUTING FACTORS WERE THE 250 KT SPD AND THE APCHS BEING CONDUCTED TO RWYS 16.

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.