Narrative:

We were on the salinas 2 arrival into lima, and we were cleared to descend down to 2000 ft and cleared for the ILS runway 15. The captain was PF, and we were high on the profile crossing sigas. We were still high at the FAF with power at idle and the speed brakes deployed. 2000 ft was still in the altitude window, and the autoplt attempted to capture the altitude, but the captain held the throttles to idle. The autoplt trimmed the aircraft to full aft (nose up) in an attempt to maintain altitude and then disconnected. The captain initially continued the descent hand flying and then decided to go around. When he pushed toga, the aircraft pitched up dramatically and we got the pitch limit indicator and stick shaker. The captain pushed the nose over abruptly, which resulted in several significant pitch oscillations (because the pitch trim was so far aft). The relief pilot pointed out the trim problem, which none of us had noticed prior to that point. The aircraft was retrimmed and cleaned up and normal flight was re-established on the go around. We were vectored for another approach, which concluded without further incident. I was not as proactive as I needed to be prior to the actual incident. I should have suggested holding at sigas to descend and get back on profile, and I should have suggested a go around sooner. In addition, I was not as aware of what the automation and airspeed were doing, as I needed to be. Supplemental information from acn 569324: during the ILS runway 15 approach into lim, we were cleared via a straight -- in ILS approach. We turned inbound to intercept the localizer, because we were high on the approach descending out of FL60-2000 ft direct to kilar, the captain elected to descend fully configured (flaps 25 degrees) and speed brakes deployed. We never intercepted glide path, the aircraft captured 2000 ft MCP altitude. At that point, idle power was selected and a vertical speed descent was selected. Shaker and go around/recovery happened almost immediately. A pio and shaker was encountered during the recovery due to the trim commands of the autoplt (11 units). Subsequent ILS runway 15 approach was uneventful. As relief pilot, I feel that I should have been more forceful in challenging the wisdom of descending configured, boards deployed in order to capture a straight in GS. The obvious remedy was to shoot the full whiskey descent profile and establishing a stabilized descent for the ILS approach. I also should have been better attuned to the danger of a/south control once we leveled off and did not change the configuration.

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Original NASA ASRS Text

Title: B757 FLC EXECUTES MISSED APCH AT LIM AND ENCOUNTERS STICK SHAKER ON GAR.

Narrative: WE WERE ON THE SALINAS 2 ARR INTO LIMA, AND WE WERE CLRED TO DSND DOWN TO 2000 FT AND CLRED FOR THE ILS RWY 15. THE CAPT WAS PF, AND WE WERE HIGH ON THE PROFILE XING SIGAS. WE WERE STILL HIGH AT THE FAF WITH PWR AT IDLE AND THE SPD BRAKES DEPLOYED. 2000 FT WAS STILL IN THE ALT WINDOW, AND THE AUTOPLT ATTEMPTED TO CAPTURE THE ALT, BUT THE CAPT HELD THE THROTTLES TO IDLE. THE AUTOPLT TRIMMED THE ACFT TO FULL AFT (NOSE UP) IN AN ATTEMPT TO MAINTAIN ALT AND THEN DISCONNECTED. THE CAPT INITIALLY CONTINUED THE DSCNT HAND FLYING AND THEN DECIDED TO GO AROUND. WHEN HE PUSHED TOGA, THE ACFT PITCHED UP DRAMATICALLY AND WE GOT THE PITCH LIMIT INDICATOR AND STICK SHAKER. THE CAPT PUSHED THE NOSE OVER ABRUPTLY, WHICH RESULTED IN SEVERAL SIGNIFICANT PITCH OSCILLATIONS (BECAUSE THE PITCH TRIM WAS SO FAR AFT). THE RELIEF PLT POINTED OUT THE TRIM PROB, WHICH NONE OF US HAD NOTICED PRIOR TO THAT POINT. THE ACFT WAS RETRIMMED AND CLEANED UP AND NORMAL FLT WAS RE-ESTABLISHED ON THE GAR. WE WERE VECTORED FOR ANOTHER APCH, WHICH CONCLUDED WITHOUT FURTHER INCIDENT. I WAS NOT AS PROACTIVE AS I NEEDED TO BE PRIOR TO THE ACTUAL INCIDENT. I SHOULD HAVE SUGGESTED HOLDING AT SIGAS TO DSND AND GET BACK ON PROFILE, AND I SHOULD HAVE SUGGESTED A GAR SOONER. IN ADDITION, I WAS NOT AS AWARE OF WHAT THE AUTOMATION AND AIRSPD WERE DOING, AS I NEEDED TO BE. SUPPLEMENTAL INFO FROM ACN 569324: DURING THE ILS RWY 15 APCH INTO LIM, WE WERE CLRED VIA A STRAIGHT -- IN ILS APCH. WE TURNED INBOUND TO INTERCEPT THE LOC, BECAUSE WE WERE HIGH ON THE APCH DSNDING OUT OF FL60-2000 FT DIRECT TO KILAR, THE CAPT ELECTED TO DSND FULLY CONFIGURED (FLAPS 25 DEGS) AND SPD BRAKES DEPLOYED. WE NEVER INTERCEPTED GLIDE PATH, THE ACFT CAPTURED 2000 FT MCP ALT. AT THAT POINT, IDLE PWR WAS SELECTED AND A VERT SPD DSCNT WAS SELECTED. SHAKER AND GAR/RECOVERY HAPPENED ALMOST IMMEDIATELY. A PIO AND SHAKER WAS ENCOUNTERED DURING THE RECOVERY DUE TO THE TRIM COMMANDS OF THE AUTOPLT (11 UNITS). SUBSEQUENT ILS RWY 15 APCH WAS UNEVENTFUL. AS RELIEF PLT, I FEEL THAT I SHOULD HAVE BEEN MORE FORCEFUL IN CHALLENGING THE WISDOM OF DSNDING CONFIGURED, BOARDS DEPLOYED IN ORDER TO CAPTURE A STRAIGHT IN GS. THE OBVIOUS REMEDY WAS TO SHOOT THE FULL WHISKEY DSCNT PROFILE AND ESTABLISHING A STABILIZED DSCNT FOR THE ILS APCH. I ALSO SHOULD HAVE BEEN BETTER ATTUNED TO THE DANGER OF A/S CTL ONCE WE LEVELED OFF AND DID NOT CHANGE THE CONFIGURATION.

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.