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A go around is executed by the PIC of a B757 when the approach becomes destabilized due to being held too high prior to approach clearance for an ILS to runway 19R at sna, ca.
| Attributes | |
| ACN | 550310 |
| Time | |
| Date | 200206 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | intersection : lemon |
| State Reference | CA |
| Altitude | msl single value : 3000 |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : sct.tracon tower : lax.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 19r other |
| Flight Phase | descent : approach landing : go around |
| Route In Use | approach : instrument precision |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| ASRS Report | 550310 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | altitude deviation : undershoot altitude deviation : crossing restriction not met non adherence : published procedure other anomaly other anomaly other |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | controller : issued new clearance flight crew : executed go around other |
| Consequence | other |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance Airport Airspace Structure |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | other |
Narrative:
Less than exceptional ATC handling on an approach into an airport that has no room for error does not make for a happy captain. WX conditions 7 mi overcast with around 3 in haze, broken (if I recall correctly). We were vectored for the ILS runway 19R and told to intercept the localizer at 3000 ft. Driving in, we realized that approach had forgotten about us. About 1 mi prior to lemon we were able to get a word in on a busy approach frequency and point out that we needed a lower altitude. Implying we also needed approach clearance. We were promptly given approach clearance for ILS runway 19R. Well, by this time the GS was solidly parked below us. I started a visual descent at around 700-800 FPM for a couple of seconds and decided that there was no way we would be able to get stabilized after a stuka dive bomber approach to intercept the GS visual localizer. We advised approach we were going around. We were re-sequenced for an uneventful landing.
Original NASA ASRS Text
Title: A GAR IS EXECUTED BY THE PIC OF A B757 WHEN THE APCH BECOMES DESTABILIZED DUE TO BEING HELD TOO HIGH PRIOR TO APCH CLRNC FOR AN ILS TO RWY 19R AT SNA, CA.
Narrative: LESS THAN EXCEPTIONAL ATC HANDLING ON AN APCH INTO AN ARPT THAT HAS NO ROOM FOR ERROR DOES NOT MAKE FOR A HAPPY CAPT. WX CONDITIONS 7 MI OVCST WITH AROUND 3 IN HAZE, BROKEN (IF I RECALL CORRECTLY). WE WERE VECTORED FOR THE ILS RWY 19R AND TOLD TO INTERCEPT THE LOC AT 3000 FT. DRIVING IN, WE REALIZED THAT APCH HAD FORGOTTEN ABOUT US. ABOUT 1 MI PRIOR TO LEMON WE WERE ABLE TO GET A WORD IN ON A BUSY APCH FREQ AND POINT OUT THAT WE NEEDED A LOWER ALT. IMPLYING WE ALSO NEEDED APCH CLRNC. WE WERE PROMPTLY GIVEN APCH CLRNC FOR ILS RWY 19R. WELL, BY THIS TIME THE GS WAS SOLIDLY PARKED BELOW US. I STARTED A VISUAL DSCNT AT AROUND 700-800 FPM FOR A COUPLE OF SECONDS AND DECIDED THAT THERE WAS NO WAY WE WOULD BE ABLE TO GET STABILIZED AFTER A STUKA DIVE BOMBER APCH TO INTERCEPT THE GS VISUAL LOC. WE ADVISED APCH WE WERE GOING AROUND. WE WERE RE-SEQUENCED FOR AN UNEVENTFUL LNDG.
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.