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B767 crew let a go around get away from them and had a flap overspd. There was an FAA inspector in the cockpit.
| Attributes | |
| ACN | 572899 |
| Time | |
| Date | 200301 |
| Day | Thu |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : sfo.airport |
| State Reference | CA |
| Altitude | msl single value : 1800 |
| Environment | |
| Weather Elements | Fog |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tracon : nct.tracon tower : sfo.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B767 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : approach landing : missed approach |
| Route In Use | approach : charted visual |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : nct.tracon tower : sfo.tower |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| ASRS Report | 572899 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| ASRS Report | 572898 |
| Events | |
| Anomaly | inflight encounter : weather non adherence : company policies non adherence : far non adherence : published procedure other anomaly other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : clacker other flight crewa other flight crewb other other : 3 |
| Resolutory Action | flight crew : became reoriented flight crew : executed missed approach flight crew : overrode automation other |
| Consequence | other other |
| Supplementary | |
| Problem Areas | Weather ATC Human Performance Airport Flight Crew Human Performance FAA |
| Primary Problem | Flight Crew Human Performance |
Narrative:
After holding at cedes, we were cleared to archi for FMS visual runway 28R. We could see the bridge, but very marginal 4TH in line. Previous aircraft to us went into the fog (lights glowing in the fog). At samul, we could see nothing and started the missed approach with flaps at 15 degrees. Copilot, flying, called for flaps 5 degrees and gear up as he added power. I told the tower 'missing' and set heading of 280 degrees per their instruction. Then noticed the speed increase 230 KTS to 240 KTS and verbalized to pull up and slow down while selecting flaps 1 degree. We immediately leveled at 3000 ft per the missed approach on heading 280 degrees and slowed. We continued missed approach and normal ILS to runway 28R. Wrote it up in logbook. Contributing factors were very fast forming fog at samul. End of 9 hour flying day and lulled into thinking WX was improving rather than deteriorating. Copilot stated it was the first go around for him since simulator session 8 months ago and it was done from an unusual confign and quite a surprise to us both. FAA check inspector was on board. Importance of the go around maneuver was reviewed with the copilot by me. Further contributing factor was the use of the visual approach to expedite traffic with insufficient WX at the bridge area. Supplemental information from acn 572898: flap overspd, 240 KIAS at flaps 5 degrees, occurred during missed approach. Required because unable to see airport during visual approach to sfo. Was 180 KIAS, flaps 15 degrees, gear down at 2000 ft just prior to san mateo bridge. Missed approach was 280 degree heading to 3000 ft. Flap overspd during leveloff.
Original NASA ASRS Text
Title: B767 CREW LET A GAR GET AWAY FROM THEM AND HAD A FLAP OVERSPD. THERE WAS AN FAA INSPECTOR IN THE COCKPIT.
Narrative: AFTER HOLDING AT CEDES, WE WERE CLRED TO ARCHI FOR FMS VISUAL RWY 28R. WE COULD SEE THE BRIDGE, BUT VERY MARGINAL 4TH IN LINE. PREVIOUS ACFT TO US WENT INTO THE FOG (LIGHTS GLOWING IN THE FOG). AT SAMUL, WE COULD SEE NOTHING AND STARTED THE MISSED APCH WITH FLAPS AT 15 DEGS. COPLT, FLYING, CALLED FOR FLAPS 5 DEGS AND GEAR UP AS HE ADDED PWR. I TOLD THE TWR 'MISSING' AND SET HDG OF 280 DEGS PER THEIR INSTRUCTION. THEN NOTICED THE SPD INCREASE 230 KTS TO 240 KTS AND VERBALIZED TO PULL UP AND SLOW DOWN WHILE SELECTING FLAPS 1 DEG. WE IMMEDIATELY LEVELED AT 3000 FT PER THE MISSED APCH ON HDG 280 DEGS AND SLOWED. WE CONTINUED MISSED APCH AND NORMAL ILS TO RWY 28R. WROTE IT UP IN LOGBOOK. CONTRIBUTING FACTORS WERE VERY FAST FORMING FOG AT SAMUL. END OF 9 HR FLYING DAY AND LULLED INTO THINKING WX WAS IMPROVING RATHER THAN DETERIORATING. COPLT STATED IT WAS THE FIRST GAR FOR HIM SINCE SIMULATOR SESSION 8 MONTHS AGO AND IT WAS DONE FROM AN UNUSUAL CONFIGN AND QUITE A SURPRISE TO US BOTH. FAA CHK INSPECTOR WAS ON BOARD. IMPORTANCE OF THE GAR MANEUVER WAS REVIEWED WITH THE COPLT BY ME. FURTHER CONTRIBUTING FACTOR WAS THE USE OF THE VISUAL APCH TO EXPEDITE TFC WITH INSUFFICIENT WX AT THE BRIDGE AREA. SUPPLEMENTAL INFO FROM ACN 572898: FLAP OVERSPD, 240 KIAS AT FLAPS 5 DEGS, OCCURRED DURING MISSED APCH. REQUIRED BECAUSE UNABLE TO SEE ARPT DURING VISUAL APCH TO SFO. WAS 180 KIAS, FLAPS 15 DEGS, GEAR DOWN AT 2000 FT JUST PRIOR TO SAN MATEO BRIDGE. MISSED APCH WAS 280 DEG HDG TO 3000 FT. FLAP OVERSPD DURING LEVELOFF.
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.