Narrative:

Late descent into cos resulted in arriving high at airport. Had to perform maximum rate descent for visual approach to runway 17R, including s-turn. At 1000 ft, still approximately 10 KTS fast, above visual descent path, and engines at idle power. Exceeded 1000 FPM descent rated at times, once causing a gpw 'sink rate' caution at approximately 800 ft. Correcting sink rate removed warning. Engines had spooled up at 400 ft and aircraft was on speed but landing long. When flare initiated, copilot entered float 10 ft off of runway. Captain stated to fly aircraft to runway. First officer called for autobrakes to be changed from low to medium. First officer temporarily re-established descent but again began second float at 5 ft off of runway. Captain directed to put aircraft on the runway. First officer touched down, captain called 'brakes' and first officer applied maximum manual braking. Aircraft stopped and turned off at taxiway C6 (C7 is taxiway at end of runway). All wheel brakes begin showing immediate high temperatures, increasing rapidly. Resulted in fuse plugs melting on all tire rims after arriving at gate. Factors: 1) high start, at night, at 6000 ft airport with heavy (138000 pounds) aircraft. 2) airport reported winds were 340 degrees at 4 KTS. Data analysis showed winds of 340 degrees at 14 KTS for most of descent. 3) no instrument approachs listed for runway 17R. 4) pilots had over 12 hour duty day and landed at XA30 their time. 5) captain had never flown into cos. First officer had been there once. Supplemental information from acn 520644: at 1000 ft, captain made 1000 ft call slightly high but correcting to profile. Captain stated correcting to vertical descent path. Nose was pushed over momentarily. We got sink rate and noticed 1200 FPM descent but promptly pulled up to within 1000 FPM descent. Chose to continue due to positive corrections. We filed a safety report and did a debrief under air carrier reporting system.

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Original NASA ASRS Text

Title: ARRIVING COS AN A320 CREW MADE A LONG DOWNWIND LNDG AFTER AN UNSTABLE APCH.

Narrative: LATE DSCNT INTO COS RESULTED IN ARRIVING HIGH AT ARPT. HAD TO PERFORM MAX RATE DSCNT FOR VISUAL APCH TO RWY 17R, INCLUDING S-TURN. AT 1000 FT, STILL APPROX 10 KTS FAST, ABOVE VISUAL DSCNT PATH, AND ENGS AT IDLE PWR. EXCEEDED 1000 FPM DSCNT RATED AT TIMES, ONCE CAUSING A GPW 'SINK RATE' CAUTION AT APPROX 800 FT. CORRECTING SINK RATE REMOVED WARNING. ENGS HAD SPOOLED UP AT 400 FT AND ACFT WAS ON SPD BUT LNDG LONG. WHEN FLARE INITIATED, COPLT ENTERED FLOAT 10 FT OFF OF RWY. CAPT STATED TO FLY ACFT TO RWY. FO CALLED FOR AUTOBRAKES TO BE CHANGED FROM LOW TO MEDIUM. FO TEMPORARILY RE-ESTABLISHED DSCNT BUT AGAIN BEGAN SECOND FLOAT AT 5 FT OFF OF RWY. CAPT DIRECTED TO PUT ACFT ON THE RWY. FO TOUCHED DOWN, CAPT CALLED 'BRAKES' AND FO APPLIED MAX MANUAL BRAKING. ACFT STOPPED AND TURNED OFF AT TXWY C6 (C7 IS TXWY AT END OF RWY). ALL WHEEL BRAKES BEGIN SHOWING IMMEDIATE HIGH TEMPS, INCREASING RAPIDLY. RESULTED IN FUSE PLUGS MELTING ON ALL TIRE RIMS AFTER ARRIVING AT GATE. FACTORS: 1) HIGH START, AT NIGHT, AT 6000 FT ARPT WITH HVY (138000 LBS) ACFT. 2) ARPT RPTED WINDS WERE 340 DEGS AT 4 KTS. DATA ANALYSIS SHOWED WINDS OF 340 DEGS AT 14 KTS FOR MOST OF DSCNT. 3) NO INST APCHS LISTED FOR RWY 17R. 4) PLTS HAD OVER 12 HR DUTY DAY AND LANDED AT XA30 THEIR TIME. 5) CAPT HAD NEVER FLOWN INTO COS. FO HAD BEEN THERE ONCE. SUPPLEMENTAL INFO FROM ACN 520644: AT 1000 FT, CAPT MADE 1000 FT CALL SLIGHTLY HIGH BUT CORRECTING TO PROFILE. CAPT STATED CORRECTING TO VERT DSCNT PATH. NOSE WAS PUSHED OVER MOMENTARILY. WE GOT SINK RATE AND NOTICED 1200 FPM DSCNT BUT PROMPTLY PULLED UP TO WITHIN 1000 FPM DSCNT. CHOSE TO CONTINUE DUE TO POSITIVE CORRECTIONS. WE FILED A SAFETY RPT AND DID A DEBRIEF UNDER ACR RPTING SYS.

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.