E140 pilot flying turns in too close and overshoots the final requiring a go around.

Attributes
ACN	575133
Time
Date	200302
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : sgf.airport
State Reference	MO
Altitude	agl bound lower : 500 agl bound upper : 1000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : sgf.tower
Operator	common carrier : air carrier
Make Model Name	EMB ERJ 140 ER&LR
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	landing : go around
Route In Use	approach : visual arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : sgf.tracon tower : sgf.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	approach : traffic pattern
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Experience	flight time last 90 days : 150 flight time total : 1960 flight time type : 280
ASRS Report	575133
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 235 flight time total : 6513 flight time type : 2145
ASRS Report	574753
Events
Anomaly	other anomaly
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance flight crew : executed go around flight crew : took precautionary avoidance action
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

Flight was conducted from stl to sgf. I was the PNF. For our descent into sgf, 3 aircraft were inbound. Ourselves, another regional jet south of our location, and a single engine cessna opposite side of the field (northwest of field?). The cessna was cleared to enter a left downwind for runway 2. We were cleared for the visual to runway 2. Our descent from en route positioned us to enter a midfield right downwind for runway 2. We were cleared to land before the other regional jet who was to our south. I did not have a visual on either inbound traffic. The right turn to base was continued into final for runway 2. As the aircraft was rolling out on final, it was evident that we overshot the centerline and the pattern was tight. The aircraft was kept in the right turn to realign with the runway's centerline, then required a left rollout for runway heading to execute a go around on runway heading to avoid any pattern traffic. The captain called the go around to the tower. The tower instructed to maintain runway heading. I got on the intercom and apologized to the passenger for the go around and that it was warranted due to traffic conflict. The tower then reclred us for left traffic for runway 2, following a cessna and regional jet. Further on downwind, we picked up a visual on both traffic. The landing came without incidence. Supplemental information from acn 574753: we were able to see the airport from approximately 30 mi out. We were approaching from the east, as well as the other regional jet. I kept the pattern in close to avoid delays of the other aircraft. Due to the east wind and my proximity to the runway, I overshot final. This placed me to the west of runway 2. We overflew the runway and were instructed to enter a left downwind. As soon as I realized that I had overshot final, I was committed to going around. Everything else were actions to avoid other possible aircraft. I should have extended the downwind further to allow for a stable approach. I was too concerned with getting on the ground so the other aircraft would not be delayed.

Original NASA ASRS Text

Title: E140 PLT FLYING TURNS IN TOO CLOSE AND OVERSHOOTS THE FINAL REQUIRING A GAR.

Narrative: FLT WAS CONDUCTED FROM STL TO SGF. I WAS THE PNF. FOR OUR DSCNT INTO SGF, 3 ACFT WERE INBOUND. OURSELVES, ANOTHER REGIONAL JET S OF OUR LOCATION, AND A SINGLE ENG CESSNA OPPOSITE SIDE OF THE FIELD (NW OF FIELD?). THE CESSNA WAS CLRED TO ENTER A L DOWNWIND FOR RWY 2. WE WERE CLRED FOR THE VISUAL TO RWY 2. OUR DSCNT FROM ENRTE POSITIONED US TO ENTER A MIDFIELD R DOWNWIND FOR RWY 2. WE WERE CLRED TO LAND BEFORE THE OTHER REGIONAL JET WHO WAS TO OUR S. I DID NOT HAVE A VISUAL ON EITHER INBOUND TFC. THE R TURN TO BASE WAS CONTINUED INTO FINAL FOR RWY 2. AS THE ACFT WAS ROLLING OUT ON FINAL, IT WAS EVIDENT THAT WE OVERSHOT THE CTRLINE AND THE PATTERN WAS TIGHT. THE ACFT WAS KEPT IN THE R TURN TO REALIGN WITH THE RWY'S CTRLINE, THEN REQUIRED A L ROLLOUT FOR RWY HDG TO EXECUTE A GAR ON RWY HDG TO AVOID ANY PATTERN TFC. THE CAPT CALLED THE GAR TO THE TWR. THE TWR INSTRUCTED TO MAINTAIN RWY HDG. I GOT ON THE INTERCOM AND APOLOGIZED TO THE PAX FOR THE GAR AND THAT IT WAS WARRANTED DUE TO TFC CONFLICT. THE TWR THEN RECLRED US FOR L TFC FOR RWY 2, FOLLOWING A CESSNA AND REGIONAL JET. FURTHER ON DOWNWIND, WE PICKED UP A VISUAL ON BOTH TFC. THE LNDG CAME WITHOUT INCIDENCE. SUPPLEMENTAL INFO FROM ACN 574753: WE WERE ABLE TO SEE THE ARPT FROM APPROX 30 MI OUT. WE WERE APCHING FROM THE E, AS WELL AS THE OTHER REGIONAL JET. I KEPT THE PATTERN IN CLOSE TO AVOID DELAYS OF THE OTHER ACFT. DUE TO THE E WIND AND MY PROX TO THE RWY, I OVERSHOT FINAL. THIS PLACED ME TO THE W OF RWY 2. WE OVERFLEW THE RWY AND WERE INSTRUCTED TO ENTER A L DOWNWIND. AS SOON AS I REALIZED THAT I HAD OVERSHOT FINAL, I WAS COMMITTED TO GOING AROUND. EVERYTHING ELSE WERE ACTIONS TO AVOID OTHER POSSIBLE ACFT. I SHOULD HAVE EXTENDED THE DOWNWIND FURTHER TO ALLOW FOR A STABLE APCH. I WAS TOO CONCERNED WITH GETTING ON THE GND SO THE OTHER ACFT WOULD NOT BE DELAYED.

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.