Narrative:

Planning on new RNAV runway 25 in geg and PAPI NOTAM'ed out. Checked on with approach and given direct geg VOR for vectors to the visual that ended up dumping us off east-southeast at 400 MSL with the field in sight but not possible to see the runway 25 due to altitude and angle. Approach pointed out fairchild and geg and I said I have the airport but need to maneuver north to 360 base leg to pick up the runway visually before I call the runway. Approach then said that I cannot do that without a climb. At this time I am eating up the ground and making this thing tighter by the second. Approach cleared us to climb 100 ft and maneuver as requested and contact tower. The minimum vectoring altitude was driving them and the antennas were in sight by us but we could not see the runway with a base leg do to visual angles. We landed uneventfully but with a huge increase in workload that required us to scramble out of a tough situation. Although I had a conversation with approach and thanked them for trying to help; I let them know that we cannot see the runway from that angle and why not vector to the RNAV 25 to make it easier on everyone and safer. Approached asked me why I did not request it and I said that I was assuming they were going to do that. Moral of the story; I recommend that we request vectors to the RNAV runway 25 and prepare to fly it per SOP and when you have the runway then call it and go visual. Note to all; the minimum vectoring altitudes are higher than the altitudes in the chart according to approach control so you have to be on the approach to get to the step down altitudes. Also; the 737 can not fly the RNAV and if we get dropped off where I was dropped 'you can not see the runway' and basically results in a circle to land at night for a while on having to maneuver for the visual cues to the runway. ATC was trying to help make it easier but resulted in confusion; increased workload and a demanding visual from bad angles that can be alleviated by flying the RNAV at night until you get your cues. The B737 fleet has been informed also about this for safety reasons.

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Original NASA ASRS Text

Title: An air carrier crew described flying the GEG RNAV Runway 25 approach because of the difficulty visually acquiring the runway after breaking out on final.

Narrative: Planning on new RNAV Runway 25 in GEG and PAPI NOTAM'ed out. Checked on with approach and given direct GEG VOR for vectors to the visual that ended up dumping us off east-southeast at 400 MSL with the field in sight but not possible to see the Runway 25 due to altitude and angle. Approach pointed out Fairchild and GEG and I said I have the airport but need to maneuver north to 360 base leg to pick up the runway visually before I call the runway. Approach then said that I cannot do that without a climb. At this time I am eating up the ground and making this thing tighter by the second. Approach cleared us to climb 100 FT and maneuver as requested and contact tower. The minimum vectoring altitude was driving them and the antennas were in sight by us but we could not see the runway with a base leg do to visual angles. We landed uneventfully but with a huge increase in workload that required us to scramble out of a tough situation. Although I had a conversation with approach and thanked them for trying to help; I let them know that we cannot see the runway from that angle and why not vector to the RNAV 25 to make it easier on everyone and safer. Approached asked me why I did not request it and I said that I was assuming they were going to do that. Moral of the story; I recommend that we request vectors to the RNAV Runway 25 and prepare to fly it per SOP and when you have the runway then call it and go visual. Note to all; the minimum vectoring altitudes are higher than the altitudes in the chart according to Approach Control so you have to be on the approach to get to the step down altitudes. Also; the 737 can not fly the RNAV and if we get dropped off where I was dropped 'you can not see the runway' and basically results in a circle to land at night for a while on having to maneuver for the visual cues to the runway. ATC was trying to help make it easier but resulted in confusion; increased workload and a demanding visual from bad angles that can be alleviated by flying the RNAV at night until you get your cues. The B737 fleet has been informed also about this for safety reasons.

Data retrieved from NASA's ASRS site as of April 2012 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.