Narrative:

Flight from sav to dfw. Events occurred in the traffic pattern north of runways 17L&C final approach areas. Approach control (frequency 127.07) instructed us to descend from 7000 ft to 6000 ft on the downwind leg. Prior to reaching 6000 ft, approach control asked us to 'fly heading 270 degrees, descend to 5000 ft for runway 17C and to keep the turn tight.' once we reached 5000 ft the controller instructed us to descend to 4000 ft on the base leg for runway 17C. Prior to reaching 4000 ft, the controller stated 'flight XXX turn left heading 260 degrees, maintain 4000 ft until advised (note: slight pause from controller), cleared for visual runway 17C.' my readback was 'cleared for visual runway 17C.' note: at this point, our aircraft confign was flaps 20 degrees and gear down. Approximately 3 seconds after my readback, my captain stated to me 'what is that traffic off to our right doing?' note: captain added power from idle to approximately 50% N1 which is about 1/2 of the power available. Aircraft pitch was raised to decrease rate of descent. I told him 'he is flying right below us from right to left.' approximately 10 seconds after my readback for the visual runway 17C, the approach controller stated 'flight XXX are you maintaining 4000 ft?' surprised by this statement because we were cleared for visual, I read back 'maintaining 4000 ft' without questioning him. Note: captain brought the throttles to approximately maximum power. But, because of the aircraft confign and the spool-up time required by the engines, we could not promptly maintain 4000 ft. Our aircraft started to regain altitude at 3850 ft. At this point we received an RA from the TCASII. My captain stated the go around procedures 'maximum power, flaps 8 degrees, spoilers in.' my captain and I saw an air carrier Y B757 going from right to left below our flight path and queried the controller about the B757 direction. The controller advised us that the B757 was going to the left and that is why he told us to maintain 4000 ft. Note: the B757 was the same aircraft my captain was referring to previously. The B757 was on tower frequency 127.5 for runway 17L. A few seconds later, approach control cleared us for a visual runway 17C, but at this point, we were no longer configured for the approach and we were high, approximately 4000 ft just outside the OM. I stated 'flight XXX is going around.' in a condescending tone, the controller said 'you mean you cannot make a visual approach from 4000 ft at the marker.' I stated one more time 'flight XXX is too high to accept a visual approach, we need to go around.' approach control complied. Rest of flight was uneventful.

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Original NASA ASRS Text

Title: CL65 FLC EXECUTES A GAR DUE TO CONFLICTING B757 WHILE ON VECTOR WITH D10 TO RWYS 17 AT DFW.

Narrative: FLT FROM SAV TO DFW. EVENTS OCCURRED IN THE TFC PATTERN N OF RWYS 17L&C FINAL APCH AREAS. APCH CTL (FREQ 127.07) INSTRUCTED US TO DSND FROM 7000 FT TO 6000 FT ON THE DOWNWIND LEG. PRIOR TO REACHING 6000 FT, APCH CTL ASKED US TO 'FLY HDG 270 DEGS, DSND TO 5000 FT FOR RWY 17C AND TO KEEP THE TURN TIGHT.' ONCE WE REACHED 5000 FT THE CTLR INSTRUCTED US TO DSND TO 4000 FT ON THE BASE LEG FOR RWY 17C. PRIOR TO REACHING 4000 FT, THE CTLR STATED 'FLT XXX TURN L HDG 260 DEGS, MAINTAIN 4000 FT UNTIL ADVISED (NOTE: SLIGHT PAUSE FROM CTLR), CLRED FOR VISUAL RWY 17C.' MY READBACK WAS 'CLRED FOR VISUAL RWY 17C.' NOTE: AT THIS POINT, OUR ACFT CONFIGN WAS FLAPS 20 DEGS AND GEAR DOWN. APPROX 3 SECONDS AFTER MY READBACK, MY CAPT STATED TO ME 'WHAT IS THAT TFC OFF TO OUR R DOING?' NOTE: CAPT ADDED PWR FROM IDLE TO APPROX 50% N1 WHICH IS ABOUT 1/2 OF THE PWR AVAILABLE. ACFT PITCH WAS RAISED TO DECREASE RATE OF DSCNT. I TOLD HIM 'HE IS FLYING RIGHT BELOW US FROM R TO L.' APPROX 10 SECONDS AFTER MY READBACK FOR THE VISUAL RWY 17C, THE APCH CTLR STATED 'FLT XXX ARE YOU MAINTAINING 4000 FT?' SURPRISED BY THIS STATEMENT BECAUSE WE WERE CLRED FOR VISUAL, I READ BACK 'MAINTAINING 4000 FT' WITHOUT QUESTIONING HIM. NOTE: CAPT BROUGHT THE THROTTLES TO APPROX MAX PWR. BUT, BECAUSE OF THE ACFT CONFIGN AND THE SPOOL-UP TIME REQUIRED BY THE ENGS, WE COULD NOT PROMPTLY MAINTAIN 4000 FT. OUR ACFT STARTED TO REGAIN ALT AT 3850 FT. AT THIS POINT WE RECEIVED AN RA FROM THE TCASII. MY CAPT STATED THE GAR PROCS 'MAX PWR, FLAPS 8 DEGS, SPOILERS IN.' MY CAPT AND I SAW AN ACR Y B757 GOING FROM R TO L BELOW OUR FLT PATH AND QUERIED THE CTLR ABOUT THE B757 DIRECTION. THE CTLR ADVISED US THAT THE B757 WAS GOING TO THE L AND THAT IS WHY HE TOLD US TO MAINTAIN 4000 FT. NOTE: THE B757 WAS THE SAME ACFT MY CAPT WAS REFERRING TO PREVIOUSLY. THE B757 WAS ON TWR FREQ 127.5 FOR RWY 17L. A FEW SECONDS LATER, APCH CTL CLRED US FOR A VISUAL RWY 17C, BUT AT THIS POINT, WE WERE NO LONGER CONFIGURED FOR THE APCH AND WE WERE HIGH, APPROX 4000 FT JUST OUTSIDE THE OM. I STATED 'FLT XXX IS GOING AROUND.' IN A CONDESCENDING TONE, THE CTLR SAID 'YOU MEAN YOU CANNOT MAKE A VISUAL APCH FROM 4000 FT AT THE MARKER.' I STATED ONE MORE TIME 'FLT XXX IS TOO HIGH TO ACCEPT A VISUAL APCH, WE NEED TO GO AROUND.' APCH CTL COMPLIED. REST OF FLT WAS UNEVENTFUL.

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.