Narrative:

On ILS approach to runway 34L rjaa in VMC, captain executed missed approach at approximately 500 afe, after crew noticed aircraft was unstabilized following the '500 ft' callout by first officer. Subsequent stabilized approach was made to runway 16R. Prior to event, all seemed normal. It was a nice clear day in rjaa. The captain had called for gear down prior to the shoreline (14 mi out) as required by local rjaa procedures. Last assigned airspeed was 170 KTS, requiring flaps 5 degrees. Flaps 5 degrees was selected. Final descent checklist was completed. At this time the call was '30 degrees planned, 5 degrees indicated' in reference to flaps. All other items were complete. Captain followed electronic GS after being cleared for approach. Once switched to tower approximately 10 mi from field, tower indicated wind was 140 degrees at 13 KTS. This initiated discussion amongst crew as to tailwind component. Subsequently, we heard on the radio, following aircraft were being switched to the south (runway 16L/right) due to the wind conditions. We continued approach gear down. We were following a B747 on approach and had it in sight visually. Due to good visibility, much crew attention was focused outside the aircraft. At 1000 ft, first officer made '1000 ft call.' at this point, we were not cleared to land as the B747 was still on the runway. The wind was reported as 140 degrees at 10 KTS. Another discussion ensued that the wind component was adequate, and now the discussion was as to whether the B747 would clear the runway in time. At this time, no one noticed that we were still 170 KTS, flaps 5 degrees. The B747 then cleared the runway causing the tower to clear us to land when we were approximately 600-700 afe. At approximately 500 ft afe, first officer made '500 ft call.' at that time, crew noticed we were still 170 KTS, flaps 5 degrees. Decision was made to miss the approach. Contributing factors in not being configured were: 1) gear down 14 mi from the field (not normal profile). 2) visual conditions diverting attention outside aircraft. 3) discussion of tailwind component. 4) discussion of preceding aircraft clearing runway and other aircraft switching runways. 5) flying first officer having first flying trip in more than 1 month due to being on reserve. Flown less than 60 hours in last 90 days.

Google
 

Original NASA ASRS Text

Title: DUE TO AN IMPROPER ACFT CONFIGN, FLAPS 5 DEGS VERSUS THE REQUIRED 30 DEGS FLAPS, A MISSED APCH IS MADE FROM A VISUAL ILS RWY 34 APCH AT RJAA, FO.

Narrative: ON ILS APCH TO RWY 34L RJAA IN VMC, CAPT EXECUTED MISSED APCH AT APPROX 500 AFE, AFTER CREW NOTICED ACFT WAS UNSTABILIZED FOLLOWING THE '500 FT' CALLOUT BY FO. SUBSEQUENT STABILIZED APCH WAS MADE TO RWY 16R. PRIOR TO EVENT, ALL SEEMED NORMAL. IT WAS A NICE CLR DAY IN RJAA. THE CAPT HAD CALLED FOR GEAR DOWN PRIOR TO THE SHORELINE (14 MI OUT) AS REQUIRED BY LCL RJAA PROCS. LAST ASSIGNED AIRSPD WAS 170 KTS, REQUIRING FLAPS 5 DEGS. FLAPS 5 DEGS WAS SELECTED. FINAL DSCNT CHKLIST WAS COMPLETED. AT THIS TIME THE CALL WAS '30 DEGS PLANNED, 5 DEGS INDICATED' IN REF TO FLAPS. ALL OTHER ITEMS WERE COMPLETE. CAPT FOLLOWED ELECTRONIC GS AFTER BEING CLRED FOR APCH. ONCE SWITCHED TO TWR APPROX 10 MI FROM FIELD, TWR INDICATED WIND WAS 140 DEGS AT 13 KTS. THIS INITIATED DISCUSSION AMONGST CREW AS TO TAILWIND COMPONENT. SUBSEQUENTLY, WE HEARD ON THE RADIO, FOLLOWING ACFT WERE BEING SWITCHED TO THE S (RWY 16L/R) DUE TO THE WIND CONDITIONS. WE CONTINUED APCH GEAR DOWN. WE WERE FOLLOWING A B747 ON APCH AND HAD IT IN SIGHT VISUALLY. DUE TO GOOD VISIBILITY, MUCH CREW ATTN WAS FOCUSED OUTSIDE THE ACFT. AT 1000 FT, FO MADE '1000 FT CALL.' AT THIS POINT, WE WERE NOT CLRED TO LAND AS THE B747 WAS STILL ON THE RWY. THE WIND WAS RPTED AS 140 DEGS AT 10 KTS. ANOTHER DISCUSSION ENSUED THAT THE WIND COMPONENT WAS ADEQUATE, AND NOW THE DISCUSSION WAS AS TO WHETHER THE B747 WOULD CLR THE RWY IN TIME. AT THIS TIME, NO ONE NOTICED THAT WE WERE STILL 170 KTS, FLAPS 5 DEGS. THE B747 THEN CLRED THE RWY CAUSING THE TWR TO CLR US TO LAND WHEN WE WERE APPROX 600-700 AFE. AT APPROX 500 FT AFE, FO MADE '500 FT CALL.' AT THAT TIME, CREW NOTICED WE WERE STILL 170 KTS, FLAPS 5 DEGS. DECISION WAS MADE TO MISS THE APCH. CONTRIBUTING FACTORS IN NOT BEING CONFIGURED WERE: 1) GEAR DOWN 14 MI FROM THE FIELD (NOT NORMAL PROFILE). 2) VISUAL CONDITIONS DIVERTING ATTN OUTSIDE ACFT. 3) DISCUSSION OF TAILWIND COMPONENT. 4) DISCUSSION OF PRECEDING ACFT CLRING RWY AND OTHER ACFT SWITCHING RWYS. 5) FLYING FO HAVING FIRST FLYING TRIP IN MORE THAN 1 MONTH DUE TO BEING ON RESERVE. FLOWN LESS THAN 60 HRS IN LAST 90 DAYS.

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.