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An A320 crew's approach to ord runway 28 became unstable because they were high and fast at the unanticipated visual approach's start.
| Attributes | |
| ACN | 813158 |
| Time | |
| Date | 200811 |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | airport : ord.airport |
| State Reference | IL |
| Altitude | msl single value : 2000 |
| Aircraft 1 | |
| Controlling Facilities | tower : ord.tower |
| Operator | common carrier : air carrier |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Experience | flight time last 90 days : 120 flight time total : 22000 flight time type : 3000 |
| ASRS Report | 813158 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Experience | flight time last 90 days : 200 flight time total : 8000 flight time type : 2000 |
| ASRS Report | 813157 |
| Events | |
| Anomaly | non adherence : company policies other anomaly other anomaly |
| Independent Detector | other flight crewa other flight crewb |
| Resolutory Action | flight crew : became reoriented flight crew : regained aircraft control |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
Narrative:
Cleared for visual approach runway 28 behind B757; we were at 6500 ft. On downwind at about 6200 ft; first officer (PF) slowed; called for flaps 1 degree; turned in for intercept about wiltt with full spoilers extended; hand-flying as briefed. Flaps 2 and 3 degrees were called for and extended. Still fairly high; I suggested gear; which first officer called for; and which was extended; accompanied by before landing checklist. Turning onto final; and slightly inside wiltt; got 'speed; speed' warning to which first officer responded with toga thrust. Getting low on GS; I asked if he was done with the spoilers; at which time he retracted them and corrected for descent. The fact that the aircraft was now in GA mode and we were so close presented some difficulties; but we had briefed approach speed; which was selected on FCU. Still low but on PAPI and slightly slow; aircraft was stabilized by 500 ft in clear; VFR conditions; so I elected not to call for go around. Aircraft landed normally. First daytime slam dunk to runway 28 for me; so I was probably a little slow on cues about energy state of aircraft. Supplemental information from acn 813157: I get a 'speed; speed' warning from the aircraft warning system. I disconnect the automatic throttle and push the power up inadvertently activating toga. I pull the power back and tell the captain not to worry about resetting the box as I am flying visually. We soon realize the speed warning is due to inadvertently leaving the speed brakes deployed. I believe I fell behind on the approach; due to being unprepared for the visual from such a high fast start as well as trying to pick up the traffic during the high workload start of the approach. This approach was very unusual to get from a normally highly regulated ord approach. I don't know if the new runway opening is creating new flow opportunities; but if so crews need to be ready for unexpected clrncs until new patterns evolve. I was not ready today; but will be tomorrow.
Original NASA ASRS Text
Title: AN A320 CREW'S APPROACH TO ORD RUNWAY 28 BECAME UNSTABLE BECAUSE THEY WERE HIGH AND FAST AT THE UNANTICIPATED VISUAL APPROACH'S START.
Narrative: CLRED FOR VISUAL APCH RWY 28 BEHIND B757; WE WERE AT 6500 FT. ON DOWNWIND AT ABOUT 6200 FT; FO (PF) SLOWED; CALLED FOR FLAPS 1 DEG; TURNED IN FOR INTERCEPT ABOUT WILTT WITH FULL SPOILERS EXTENDED; HAND-FLYING AS BRIEFED. FLAPS 2 AND 3 DEGS WERE CALLED FOR AND EXTENDED. STILL FAIRLY HIGH; I SUGGESTED GEAR; WHICH FO CALLED FOR; AND WHICH WAS EXTENDED; ACCOMPANIED BY BEFORE LNDG CHKLIST. TURNING ONTO FINAL; AND SLIGHTLY INSIDE WILTT; GOT 'SPD; SPD' WARNING TO WHICH FO RESPONDED WITH TOGA THRUST. GETTING LOW ON GS; I ASKED IF HE WAS DONE WITH THE SPOILERS; AT WHICH TIME HE RETRACTED THEM AND CORRECTED FOR DSCNT. THE FACT THAT THE ACFT WAS NOW IN GA MODE AND WE WERE SO CLOSE PRESENTED SOME DIFFICULTIES; BUT WE HAD BRIEFED APCH SPD; WHICH WAS SELECTED ON FCU. STILL LOW BUT ON PAPI AND SLIGHTLY SLOW; ACFT WAS STABILIZED BY 500 FT IN CLR; VFR CONDITIONS; SO I ELECTED NOT TO CALL FOR GAR. ACFT LANDED NORMALLY. FIRST DAYTIME SLAM DUNK TO RWY 28 FOR ME; SO I WAS PROBABLY A LITTLE SLOW ON CUES ABOUT ENERGY STATE OF ACFT. SUPPLEMENTAL INFO FROM ACN 813157: I GET A 'SPD; SPD' WARNING FROM THE ACFT WARNING SYS. I DISCONNECT THE AUTO THROTTLE AND PUSH THE PWR UP INADVERTENTLY ACTIVATING TOGA. I PULL THE PWR BACK AND TELL THE CAPT NOT TO WORRY ABOUT RESETTING THE BOX AS I AM FLYING VISUALLY. WE SOON REALIZE THE SPD WARNING IS DUE TO INADVERTENTLY LEAVING THE SPD BRAKES DEPLOYED. I BELIEVE I FELL BEHIND ON THE APCH; DUE TO BEING UNPREPARED FOR THE VISUAL FROM SUCH A HIGH FAST START AS WELL AS TRYING TO PICK UP THE TFC DURING THE HIGH WORKLOAD START OF THE APCH. THIS APCH WAS VERY UNUSUAL TO GET FROM A NORMALLY HIGHLY REGULATED ORD APCH. I DON'T KNOW IF THE NEW RWY OPENING IS CREATING NEW FLOW OPPORTUNITIES; BUT IF SO CREWS NEED TO BE READY FOR UNEXPECTED CLRNCS UNTIL NEW PATTERNS EVOLVE. I WAS NOT READY TODAY; BUT WILL BE TOMORROW.
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.