Narrative:

On a flight from dfw to phx during approach to landing; we performed a go around procedure. The beginning of this scenario occurred when ATC gave us a close-in turn from downwind to base leg in visual conditions for runway 8. The captain and I both anticipated a slam dunk from phx approach control; so we had slowed to approximately 170 KTS and flaps 2 degrees. The situation further compounded when phx approach told us to maintain 5000 ft for traffic in the area. We were cleared for the visual just abeam the freeway 4 NM from the runway at 5000 ft. I began a very rapid descent with gear down; flaps 3 degrees; speed brakes full. I was determined to give this my best effort; however; in my mind; I prepared myself for a go around. I told the captain that at 1000 ft we should evaluate the landing situation. At around 1000 ft; I began to capture the GS; tempting me to continue the approach even though airspeed was still high. At around 500 ft; airspeed began to deteriorate; further tempting me to think that I could make this! I didn't take the bait; set toga power and performed a normal go around at 500 ft. ATC vectored us back for a normal landing. This situation showed me how easy it is to continue with an unstable approach; because when you begin to catch up with the situation; you encourage yourself to continue further and further down that unstable path which can lead to an unstable landing or worse. I kept myself from completely falling into the trap by mentally preparing myself for the go around ahead of time and not committing to the landing until stable approach parameters were met. I also believe we sometimes accept instructions from ATC that may be difficult to perform because we don't want to cause a problem or look like we aren't good enough pilots to handle the situation.

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Original NASA ASRS Text

Title: AN A320 CREW AT PHX EXECUTED A GAR FOLLOWING AN APCH VECTOR FROM WHICH THE ACFT WAS TOO HIGH FOR A STABILIZED APCH.

Narrative: ON A FLT FROM DFW TO PHX DURING APCH TO LNDG; WE PERFORMED A GAR PROC. THE BEGINNING OF THIS SCENARIO OCCURRED WHEN ATC GAVE US A CLOSE-IN TURN FROM DOWNWIND TO BASE LEG IN VISUAL CONDITIONS FOR RWY 8. THE CAPT AND I BOTH ANTICIPATED A SLAM DUNK FROM PHX APCH CTL; SO WE HAD SLOWED TO APPROX 170 KTS AND FLAPS 2 DEGS. THE SIT FURTHER COMPOUNDED WHEN PHX APCH TOLD US TO MAINTAIN 5000 FT FOR TFC IN THE AREA. WE WERE CLRED FOR THE VISUAL JUST ABEAM THE FREEWAY 4 NM FROM THE RWY AT 5000 FT. I BEGAN A VERY RAPID DSCNT WITH GEAR DOWN; FLAPS 3 DEGS; SPD BRAKES FULL. I WAS DETERMINED TO GIVE THIS MY BEST EFFORT; HOWEVER; IN MY MIND; I PREPARED MYSELF FOR A GAR. I TOLD THE CAPT THAT AT 1000 FT WE SHOULD EVALUATE THE LNDG SIT. AT AROUND 1000 FT; I BEGAN TO CAPTURE THE GS; TEMPTING ME TO CONTINUE THE APCH EVEN THOUGH AIRSPD WAS STILL HIGH. AT AROUND 500 FT; AIRSPD BEGAN TO DETERIORATE; FURTHER TEMPTING ME TO THINK THAT I COULD MAKE THIS! I DIDN'T TAKE THE BAIT; SET TOGA PWR AND PERFORMED A NORMAL GAR AT 500 FT. ATC VECTORED US BACK FOR A NORMAL LNDG. THIS SIT SHOWED ME HOW EASY IT IS TO CONTINUE WITH AN UNSTABLE APCH; BECAUSE WHEN YOU BEGIN TO CATCH UP WITH THE SIT; YOU ENCOURAGE YOURSELF TO CONTINUE FURTHER AND FURTHER DOWN THAT UNSTABLE PATH WHICH CAN LEAD TO AN UNSTABLE LNDG OR WORSE. I KEPT MYSELF FROM COMPLETELY FALLING INTO THE TRAP BY MENTALLY PREPARING MYSELF FOR THE GAR AHEAD OF TIME AND NOT COMMITTING TO THE LNDG UNTIL STABLE APCH PARAMETERS WERE MET. I ALSO BELIEVE WE SOMETIMES ACCEPT INSTRUCTIONS FROM ATC THAT MAY BE DIFFICULT TO PERFORM BECAUSE WE DON'T WANT TO CAUSE A PROB OR LOOK LIKE WE AREN'T GOOD ENOUGH PLTS TO HANDLE THE SIT.

Data retrieved from NASA's ASRS site as of January 2009 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.