A319 crew flew an unstabilized approach at den. The approach speed was 10 KTS faster than allowed.

Attributes
ACN	613093
Time
Date	200404
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : den.airport
State Reference	CO
Altitude	msl single value : 6000
Environment
Flight Conditions	VMC
Aircraft 1
Controlling Facilities	tower : den.tower
Operator	common carrier : air carrier
Make Model Name	A319
Operating Under FAR Part	Part 121
Flight Phase	descent : approach landing : roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 170 flight time total : 13500 flight time type : 1500
ASRS Report	613093
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	non adherence : company policies non adherence : published procedure other anomaly other anomaly
Independent Detector	aircraft equipment other aircraft equipment : airspeed indicators other flight crewa other flight crewb
Resolutory Action	none taken : anomaly accepted
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

During approach to runway 35L in den, I flew, and allowed an approach to continue that was fast of the +10 KT limit (by about 10 KTS). We were landing flaps 3 degrees due to windshear advisories. At OM, gear down, autoplt on, on GS, flaps 3 degrees, and speed 160 KTS. I selected managed speed, and the speed did not slow down very fast. At 500 ft we discussed the deviation, and elected to continue. Landed smoothly, in the middle of the touchdown zone. Looking back, I think excess speed was caused by a tailwind at altitude. Contributing factors: 1) fatigue -- engine of grueling 4 day sequence. 2) medical emergency -- diabetic passenger having a seizure, coordinating with dispatch, medical, and paramedics. 3) urgency -- flight attendant urgently called just before the OM and said passenger was not doing well. 4) recent experience - I had a death in my own family recently, probably skewing urgent judgement. Regardless, I flew and allowed a fast approach to continue, when I should have gone around.

Original NASA ASRS Text

Title: A319 CREW FLEW AN UNSTABILIZED APCH AT DEN. THE APCH SPD WAS 10 KTS FASTER THAN ALLOWED.

Narrative: DURING APCH TO RWY 35L IN DEN, I FLEW, AND ALLOWED AN APCH TO CONTINUE THAT WAS FAST OF THE +10 KT LIMIT (BY ABOUT 10 KTS). WE WERE LNDG FLAPS 3 DEGS DUE TO WINDSHEAR ADVISORIES. AT OM, GEAR DOWN, AUTOPLT ON, ON GS, FLAPS 3 DEGS, AND SPD 160 KTS. I SELECTED MANAGED SPD, AND THE SPD DID NOT SLOW DOWN VERY FAST. AT 500 FT WE DISCUSSED THE DEV, AND ELECTED TO CONTINUE. LANDED SMOOTHLY, IN THE MIDDLE OF THE TOUCHDOWN ZONE. LOOKING BACK, I THINK EXCESS SPD WAS CAUSED BY A TAILWIND AT ALT. CONTRIBUTING FACTORS: 1) FATIGUE -- ENG OF GRUELING 4 DAY SEQUENCE. 2) MEDICAL EMER -- DIABETIC PAX HAVING A SEIZURE, COORDINATING WITH DISPATCH, MEDICAL, AND PARAMEDICS. 3) URGENCY -- FLT ATTENDANT URGENTLY CALLED JUST BEFORE THE OM AND SAID PAX WAS NOT DOING WELL. 4) RECENT EXPERIENCE - I HAD A DEATH IN MY OWN FAMILY RECENTLY, PROBABLY SKEWING URGENT JUDGEMENT. REGARDLESS, I FLEW AND ALLOWED A FAST APCH TO CONTINUE, WHEN I SHOULD HAVE GONE AROUND.

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.