Narrative:

The flight was conducted without incident until approaching gramm on riivr 1 arrival into ZLA. As this arrival is usually assigned runway 25L for landing; we briefed the riivr 1 arrival to landing at ILS 25L. The aircraft was cleared to descend to FL270 and then subsequently to FL240 by gramm. We complied and met the altitude restr. Upon checking into socal approach; we were assigned runway 24R as the landing runway. We were then cleared to descend to 14000 ft by riivr. As PF; I manipulated the autoflt system to meet the new restr while the captain as PNF reprogrammed the FMS to assigned runway 24R as the landing runway. During the descent we were directed to maintain 300 KIAS. I maneuvered the aircraft to comply with this instruction. After leveling off at 14000 ft and nearing riivr; we queried socal for lower altitude. We were instructed to maintain 14000 ft and increase speed to 310 KIAS. We complied as directed. Past riivr we were instructed to proceed direct skoll and to descend and maintain 10000 ft. We were not in position to meet the 250 KIAS at 10000 ft restr by skoll. While the PNF was sequencing the FMS to proceed direct to skoll; the copilot's CDU went blank and copilot's navigation display lost the map display. The copilot's CDU display returned with FMS re-sync message. I selected heading select to maneuver the aircraft to intercept the runway 24R extended centerline. At this time; the captain reported to socal that we would be unable to meet the 10000 ft at skoll restr. Rather than addressing this report; the controller then issued a handoff to the next socal frequency. When the copilot's FMS returned online we were 1.6 NM from skoll and descending through approximately 12000 ft. Upon checking in to the new controller and approaching breea we were assigned 310 degree heading to lose excessive altitude. Upon reaching more reasonable altitude; we were issued clearance for a visual approach to runway 24R. Subsequent visual approach and landing was completed without incident. The temporary failure of the copilot's FMS added to the workload in the cockpit. But the real problem was the instruction to maintain 310 KIAS at 14000 ft well past the point from which a safe and orderly descent to a normal approach profile could be maintained.

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Original NASA ASRS Text

Title: B757-200 FLT CREW ON RIIVR STAR TO LAX REPORTS CHANGE IN RWY ASSIGNMENT AND INAPPROPRIATE ALT AND AIRSPEED CLRNCS FROM APCH CTL CAUSE THEM TO BE TOO HIGH AND TOO FAST TO MAKE A TIMELY DESCENT AND LNDG.

Narrative: THE FLT WAS CONDUCTED WITHOUT INCIDENT UNTIL APCHING GRAMM ON RIIVR 1 ARR INTO ZLA. AS THIS ARR IS USUALLY ASSIGNED RWY 25L FOR LNDG; WE BRIEFED THE RIIVR 1 ARR TO LNDG AT ILS 25L. THE ACFT WAS CLRED TO DSND TO FL270 AND THEN SUBSEQUENTLY TO FL240 BY GRAMM. WE COMPLIED AND MET THE ALT RESTR. UPON CHKING INTO SOCAL APCH; WE WERE ASSIGNED RWY 24R AS THE LNDG RWY. WE WERE THEN CLRED TO DSND TO 14000 FT BY RIIVR. AS PF; I MANIPULATED THE AUTOFLT SYS TO MEET THE NEW RESTR WHILE THE CAPT AS PNF REPROGRAMMED THE FMS TO ASSIGNED RWY 24R AS THE LNDG RWY. DURING THE DSCNT WE WERE DIRECTED TO MAINTAIN 300 KIAS. I MANEUVERED THE ACFT TO COMPLY WITH THIS INSTRUCTION. AFTER LEVELING OFF AT 14000 FT AND NEARING RIIVR; WE QUERIED SOCAL FOR LOWER ALT. WE WERE INSTRUCTED TO MAINTAIN 14000 FT AND INCREASE SPD TO 310 KIAS. WE COMPLIED AS DIRECTED. PAST RIIVR WE WERE INSTRUCTED TO PROCEED DIRECT SKOLL AND TO DSND AND MAINTAIN 10000 FT. WE WERE NOT IN POS TO MEET THE 250 KIAS AT 10000 FT RESTR BY SKOLL. WHILE THE PNF WAS SEQUENCING THE FMS TO PROCEED DIRECT TO SKOLL; THE COPLT'S CDU WENT BLANK AND COPLT'S NAV DISPLAY LOST THE MAP DISPLAY. THE COPLT'S CDU DISPLAY RETURNED WITH FMS RE-SYNC MESSAGE. I SELECTED HDG SELECT TO MANEUVER THE ACFT TO INTERCEPT THE RWY 24R EXTENDED CTRLINE. AT THIS TIME; THE CAPT RPTED TO SOCAL THAT WE WOULD BE UNABLE TO MEET THE 10000 FT AT SKOLL RESTR. RATHER THAN ADDRESSING THIS RPT; THE CTLR THEN ISSUED A HDOF TO THE NEXT SOCAL FREQ. WHEN THE COPLT'S FMS RETURNED ONLINE WE WERE 1.6 NM FROM SKOLL AND DSNDING THROUGH APPROX 12000 FT. UPON CHKING IN TO THE NEW CTLR AND APCHING BREEA WE WERE ASSIGNED 310 DEG HDG TO LOSE EXCESSIVE ALT. UPON REACHING MORE REASONABLE ALT; WE WERE ISSUED CLRNC FOR A VISUAL APCH TO RWY 24R. SUBSEQUENT VISUAL APCH AND LNDG WAS COMPLETED WITHOUT INCIDENT. THE TEMPORARY FAILURE OF THE COPLT'S FMS ADDED TO THE WORKLOAD IN THE COCKPIT. BUT THE REAL PROB WAS THE INSTRUCTION TO MAINTAIN 310 KIAS AT 14000 FT WELL PAST THE POINT FROM WHICH A SAFE AND ORDERLY DSCNT TO A NORMAL APCH PROFILE COULD BE MAINTAINED.

Data retrieved from NASA's ASRS site as of May 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.