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A B757 first officer and two jump seaters describe an unstabilized approach and a missed approach that goes awry. Pitch and airspeed are poorly managed and the captain eventually assumes control.
| Attributes | |
| ACN | 990077 |
| Time | |
| Date | 201201 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying First Officer |
| Experience | Flight Crew Last 90 Days 97 Flight Crew Total 5500 Flight Crew Type 1814 |
| Person 2 | |
| Function | Other / Unknown |
| Events | |
| Anomaly | Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Deviation - Speed All Types Inflight Event / Encounter Loss Of Aircraft Control Inflight Event / Encounter Weather / Turbulence Inflight Event / Encounter Unstabilized Approach |
Narrative:
[We were] on final airspeed 170 KTS minimum directed by ATC. On the glide slope selected flaps 15; aircraft accelerated to 180 KTS outside of FAF. Near the FAF dropped gear and flaps 20 and selected vref+20. Aircraft was slow to reduce airspeed; still not at flap 30 speed at about 1;200 ft AGL. Captain stated 'we're fast and may need to go around.' approaching 1;000 ft I said we are going around. Pressed go-around switches called for flaps 20 (already there). Aircraft began to execute the maneuver with the autopilot on. I felt the pitch rate was 'too aggressive' and forced the yoke forward. Airspeed increased rapidly; I called for flaps 1 and then flaps up; and we got to flaps 1. Throttles moved forward I pulled them back then put both hands back on the yoke; keeping the aircraft from pitching up. Throttles then move toward full throttle and the captain pulled them back and shortly took the controls. [We] climbed to 3;000 ft turned downwind as directed and shot the ILS again with no further problems.on downwind the tower reported a 30 KT tailwind at 1;000 ft. In hindsight the aircraft responded as designed. When I limited the pitch up by overriding the yoke; the tmc added more power to get the 2;000 FPM programmed into the go-around. This caused rapid acceleration and I developed pio (pilot involved oscillation) fighting the automation. I should have allowed the go-around function to work as advertised; knowing there was going to be the initial pitch; and monitored. Then if a problem developed; remove all the automation and fly the plane. I became so focused on stopping the aggressive pitch up that I focused solely on that lost sa (situational awareness) and did not diagnose the true problem. The event was caused by my reaction to the 'feeling' of the aircraft pitching up in the go-around. Training with an emphasis on the go-around so the initial pitch up is expected. We do multiple go-arounds each year in the simulator but I did not expect the large pitch up at altitude. Possibly institute a 'discontinued approach' procedure to be used at altitude.
Original NASA ASRS Text
Title: A B757 First Officer and two jump seaters describe an unstabilized approach and a missed approach that goes awry. Pitch and airspeed are poorly managed and the Captain eventually assumes control.
Narrative: [We were] on final airspeed 170 KTS minimum directed by ATC. On the glide slope selected flaps 15; aircraft accelerated to 180 KTS outside of FAF. Near the FAF dropped gear and flaps 20 and selected Vref+20. Aircraft was slow to reduce airspeed; still not at Flap 30 speed at about 1;200 FT AGL. Captain stated 'We're fast and may need to go around.' Approaching 1;000 FT I said we are going around. Pressed Go-Around switches called for flaps 20 (already there). Aircraft began to execute the maneuver with the autopilot on. I felt the pitch rate was 'too aggressive' and forced the yoke forward. Airspeed increased rapidly; I called for flaps 1 and then flaps up; and we got to flaps 1. Throttles moved forward I pulled them back then put both hands back on the yoke; keeping the aircraft from pitching up. Throttles then move toward full throttle and the Captain pulled them back and shortly took the controls. [We] climbed to 3;000 FT turned downwind as directed and shot the ILS again with no further problems.On downwind the Tower reported a 30 KT tailwind at 1;000 FT. In hindsight the aircraft responded as designed. When I limited the pitch up by overriding the yoke; the TMC added more power to get the 2;000 FPM programmed into the Go-Around. This caused rapid acceleration and I developed PIO (Pilot Involved Oscillation) fighting the automation. I should have allowed the Go-Around function to work as advertised; knowing there was going to be the initial pitch; and monitored. Then if a problem developed; remove all the automation and fly the plane. I became so focused on stopping the aggressive pitch up that I focused solely on that lost SA (Situational Awareness) and did not diagnose the true problem. The event was caused by my reaction to the 'feeling' of the aircraft pitching up in the Go-Around. Training with an emphasis on the Go-Around so the initial pitch up is expected. We do multiple go-arounds each year in the simulator but I did not expect the large pitch up at altitude. Possibly institute a 'Discontinued Approach' procedure to be used at altitude.
Data retrieved from NASA's ASRS site as of July 2013 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.