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B737 on approach to sfo runway 28L executes go around when overtaken by B757 on approach to runway 28R.
| Attributes | |
| ACN | 522318 |
| Time | |
| Date | 200108 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : sfo.airport |
| State Reference | CA |
| Altitude | agl bound lower : 500 agl bound upper : 1000 |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Controlling Facilities | tracon : o90.tracon tracon : sct.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing : go around |
| Route In Use | approach : visual |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : o90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 9800 |
| ASRS Report | 522318 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | conflict : airborne critical inflight encounter : wake turbulence non adherence : published procedure non adherence : required legal separation |
| Independent Detector | other flight crewa |
| Resolutory Action | controller : issued advisory flight crew : took evasive action flight crew : took precautionary avoidance action flight crew : executed go around |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance Airport Environmental Factor |
| Primary Problem | ATC Human Performance |
| Situations | |
| ATC Facility | procedure or policy : o90.tracon |
Narrative:
We were cleared for a visual approach to runway 28L at sfo. Bay TRACON pointed out a B757 which was approaching runway 28R. We were paired up with the B757 and were told that he was maintaining visual separation with us. We were well ahead of the B757 and according to bay TRACON, our speeds were matched. Bay approach had assigned us 180 KIAS to the san mateo bridge, which we maintained. After passing the bridge we started slowing to our final approach speed. We noticed the B757 gaining on us, still configured gear up. The B757 did not lower his landing gear until below 900 ft AGL and was still gaining on us. Our final approach speed was 140 KIAS and the first officer (PF) was configured and stabilized by 1000 ft AGL. At approximately 500 ft AGL, the B757 started to overtake us at a rapid rate and we had no choice but to go around for wake turbulence avoidance. This was our second go around for this flight. The first one was caused by insufficient separation with a runway 1R departure and was initiated by sfo tower. The extra fuel on this segment significantly reduced the stress level in the flight deck. This is the second time in about 4 yrs that I've performed back-to-back go around's at sfo due to lack of separation with heavy aircraft while maintaining ATC assigned speeds.
Original NASA ASRS Text
Title: B737 ON APCH TO SFO RWY 28L EXECUTES GAR WHEN OVERTAKEN BY B757 ON APCH TO RWY 28R.
Narrative: WE WERE CLRED FOR A VISUAL APCH TO RWY 28L AT SFO. BAY TRACON POINTED OUT A B757 WHICH WAS APCHING RWY 28R. WE WERE PAIRED UP WITH THE B757 AND WERE TOLD THAT HE WAS MAINTAINING VISUAL SEPARATION WITH US. WE WERE WELL AHEAD OF THE B757 AND ACCORDING TO BAY TRACON, OUR SPDS WERE MATCHED. BAY APCH HAD ASSIGNED US 180 KIAS TO THE SAN MATEO BRIDGE, WHICH WE MAINTAINED. AFTER PASSING THE BRIDGE WE STARTED SLOWING TO OUR FINAL APCH SPD. WE NOTICED THE B757 GAINING ON US, STILL CONFIGURED GEAR UP. THE B757 DID NOT LOWER HIS LNDG GEAR UNTIL BELOW 900 FT AGL AND WAS STILL GAINING ON US. OUR FINAL APCH SPD WAS 140 KIAS AND THE FO (PF) WAS CONFIGURED AND STABILIZED BY 1000 FT AGL. AT APPROX 500 FT AGL, THE B757 STARTED TO OVERTAKE US AT A RAPID RATE AND WE HAD NO CHOICE BUT TO GO AROUND FOR WAKE TURB AVOIDANCE. THIS WAS OUR SECOND GAR FOR THIS FLT. THE FIRST ONE WAS CAUSED BY INSUFFICIENT SEPARATION WITH A RWY 1R DEP AND WAS INITIATED BY SFO TWR. THE EXTRA FUEL ON THIS SEGMENT SIGNIFICANTLY REDUCED THE STRESS LEVEL IN THE FLT DECK. THIS IS THE SECOND TIME IN ABOUT 4 YRS THAT I'VE PERFORMED BACK-TO-BACK GAR'S AT SFO DUE TO LACK OF SEPARATION WITH HVY ACFT WHILE MAINTAINING ATC ASSIGNED SPDS.
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.