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Stick shaker activated on a B763 with gear and 30 degree flaps during final approach sequence 6 NM south of runway 1L for iad, va.
| Attributes | |
| ACN | 613600 |
| Time | |
| Date | 200404 |
| Day | Sat |
| Place | |
| Locale Reference | airport : iad.airport |
| State Reference | VA |
| Altitude | msl single value : 3000 |
| Environment | |
| Flight Conditions | Marginal |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : pct.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B767-300 and 300 ER |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer & glide slope : 01l other |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision arrival : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : pct.tracon |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Navigation In Use | ils localizer & glide slope : 01r |
| Flight Phase | descent : approach |
| Route In Use | approach : instrument precision |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 12000 flight time type : 767 |
| ASRS Report | 613600 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer observation : company check pilot |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : published procedure non adherence : company policies other anomaly other anomaly other anomaly other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : stall warning other flight crewa other flight crewb |
| Resolutory Action | flight crew : regained aircraft control flight crew : overrode automation flight crew : became reoriented flight crew : returned to assigned altitude flight crew : returned to intended or assigned course |
| Supplementary | |
| Problem Areas | ATC Human Performance Aircraft Airspace Structure Environmental Factor FAA |
| Primary Problem | Flight Crew Human Performance |
Narrative:
Flight to iad, south america route check for captain. Captain was PF into iad. Through 18000 ft approach briefing for an ILS to runway 1R iad was complete. During approach briefing, fatigue factor was discussed by check airman. Approach descent checklist also complete. While being vectored at approximately 3000 ft, we were asked by ATC to slow to our approach speed for another aircraft landing runway 1R. I had already started to slow because it was apparent we were gaining on the aircraft ahead. About 9 mi out, we were given a heading to intercept runway 1L. Confign of aircraft was gear down, flaps 30 degrees. Both check airman and first officer were heads down selecting and identing the frequency for runway 1L. Repeated attempts were made by the check airman to get lower but was not successful. We were still at 3000 ft and getting very high. I being the PF turned off the autothrottles and autoplt. It is unclr if I announced this. Before intercepting the ILS to runway 1L, I got a stick shaker at 3000 ft. Power was added by myself but not as aggressively as by the check airman. No significant altitude lost. We were finally cleared for the approach. An uneventful approach and landing was made. Contributing factors: 1) fatigue -- unable to sleep on either rest breaks going to iad. Unable to nap on layover before flight to iad. 2) in the past on the B727, anytime an approach got tight, turning autoplt off and flying always worked better for me. In the 2 yrs on the B767, I have become more used to the autothrottles than I realized. Coupled with fatigue it caught me.
Original NASA ASRS Text
Title: STICK SHAKER ACTIVATED ON A B763 WITH GEAR AND 30 DEG FLAPS DURING FINAL APCH SEQUENCE 6 NM S OF RWY 1L FOR IAD, VA.
Narrative: FLT TO IAD, SOUTH AMERICA RTE CHK FOR CAPT. CAPT WAS PF INTO IAD. THROUGH 18000 FT APCH BRIEFING FOR AN ILS TO RWY 1R IAD WAS COMPLETE. DURING APCH BRIEFING, FATIGUE FACTOR WAS DISCUSSED BY CHK AIRMAN. APCH DSCNT CHKLIST ALSO COMPLETE. WHILE BEING VECTORED AT APPROX 3000 FT, WE WERE ASKED BY ATC TO SLOW TO OUR APCH SPD FOR ANOTHER ACFT LNDG RWY 1R. I HAD ALREADY STARTED TO SLOW BECAUSE IT WAS APPARENT WE WERE GAINING ON THE ACFT AHEAD. ABOUT 9 MI OUT, WE WERE GIVEN A HDG TO INTERCEPT RWY 1L. CONFIGN OF ACFT WAS GEAR DOWN, FLAPS 30 DEGS. BOTH CHK AIRMAN AND FO WERE HEADS DOWN SELECTING AND IDENTING THE FREQ FOR RWY 1L. REPEATED ATTEMPTS WERE MADE BY THE CHK AIRMAN TO GET LOWER BUT WAS NOT SUCCESSFUL. WE WERE STILL AT 3000 FT AND GETTING VERY HIGH. I BEING THE PF TURNED OFF THE AUTOTHROTTLES AND AUTOPLT. IT IS UNCLR IF I ANNOUNCED THIS. BEFORE INTERCEPTING THE ILS TO RWY 1L, I GOT A STICK SHAKER AT 3000 FT. PWR WAS ADDED BY MYSELF BUT NOT AS AGGRESSIVELY AS BY THE CHK AIRMAN. NO SIGNIFICANT ALT LOST. WE WERE FINALLY CLRED FOR THE APCH. AN UNEVENTFUL APCH AND LNDG WAS MADE. CONTRIBUTING FACTORS: 1) FATIGUE -- UNABLE TO SLEEP ON EITHER REST BREAKS GOING TO IAD. UNABLE TO NAP ON LAYOVER BEFORE FLT TO IAD. 2) IN THE PAST ON THE B727, ANYTIME AN APCH GOT TIGHT, TURNING AUTOPLT OFF AND FLYING ALWAYS WORKED BETTER FOR ME. IN THE 2 YRS ON THE B767, I HAVE BECOME MORE USED TO THE AUTOTHROTTLES THAN I REALIZED. COUPLED WITH FATIGUE IT CAUGHT ME.
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.