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A fatigued B757-200 flight crew oversped the flaps when performing a go around from an unstabilized approach.
| Attributes | |
| ACN | 853574 |
| Time | |
| Date | 200909 |
| Local Time Of Day | 1201-1800 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Landing |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Flap Control (Trailing & Leading Edge) |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Speed All Types Inflight Event / Encounter Unstabilized Approach |
Narrative:
We initially went through the localizer and turned back left to intercept. The aircraft was a bit high once back on final approach. The aircraft was configured to gear down flaps 20 and we began the descent. At 500'; flaps 30 and 160 knots the aircraft was not slowing and a go around was accomplished. As go around thrust was applied the first officer noted a momentary airspeed of 170 knots while flaps and gear were being selected. The maximum airspeed for flaps 30 is 162 knots. We were radar vectored with right traffic back for another approach which was accomplished to a normal landing. The event occurred due to the fact that we initiated a go around at 160 knots with less margin for error combined with the fact we were all very tired after a long day of 12:55 of flight and 17:30 of duty.I made an entry in the aml of the flap overspeed; noting airspeed and flap configuration. A phase 1 flap inspection was accomplished by our mechanic. No damage was found. As a preventive measure I suggest no more 12 plus hours of flight and long duty days.
Original NASA ASRS Text
Title: A fatigued B757-200 flight crew oversped the flaps when performing a go around from an unstabilized approach.
Narrative: We initially went through the localizer and turned back left to intercept. The aircraft was a bit high once back on final approach. The aircraft was configured to gear down flaps 20 and we began the descent. At 500'; flaps 30 and 160 knots the aircraft was not slowing and a go around was accomplished. As go around thrust was applied the First Officer noted a momentary airspeed of 170 knots while flaps and gear were being selected. The maximum airspeed for flaps 30 is 162 knots. We were radar vectored with right traffic back for another approach which was accomplished to a normal landing. The event occurred due to the fact that we initiated a go around at 160 knots with less margin for error combined with the fact we were all very tired after a long day of 12:55 of flight and 17:30 of duty.I made an entry in the AML of the flap overspeed; noting airspeed and flap configuration. A phase 1 flap inspection was accomplished by our mechanic. No damage was found. As a preventive measure I suggest no more 12 plus hours of flight and long duty days.
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.