Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Last 90 Days 174.63; Flight Crew Total 19119.97; Flight Crew Type 4190.63
Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Weather; Human Factors; Procedure
We were on arrival into Guam and stabilized at 3;000 feet; configured F5 SPD 180 while deviating on an extended downwind to avoid weather. Received Guam approach control clearance; when clear of weather; direct OBALE (IAF); cleared for the ILS 6L approach; and was switched over to tower control frequency. When turning toward OBALE; the flight crew observed radar returns of moderate to heavy rain over OBALE; and asked GUM AGANA Tower for clearance to intercept the final approach course west of HARLO from the NW offsetting north of the localizer. The tower controller responded that it was 'approved and to be careful'. The crossing altitude for the FAF HARLO of 2;000 feet; was set in the altitude window; and a slow descent was initiated with F15 SPD 170; then F20 SPD 160 selected to configure the aircraft for a stabilized approach. When reaching 2;100 feet; the approach controller cleared us to climb and maintain 2;300 feet; then more urgently repeated the altitude clearance with a turn to a heading of 360 degrees. In response to the controller's sense of urgency; the captain elected to select the TOGA button and directed the First Officer (FO) to request clearance for 3;000 feet which was received. The throttles moved to max takeoff power and a F20 overspeed of 20 KTS was encountered. The captain deselected the Autopilot (AP) and Autothrottles (ATs) to hand fly the aircraft and manually retard the throttles to idle asking for F5. The approach controller then gave us a subsequent vector; and during the turn; a loss of altitude to 2;500 feet occurred. The crew did not receive TCAS or EGPWS warnings at any time throughout the approach. The approach controller asked for current altitude and intentions with the crew responding 2;500 feet climbing to 3;000 feet. The captain elected to transfer control of the aircraft to the FO and asked approach for vectors to intercept the final approach course outside of HARLO (FAF). The crew initiated checklists; the aircraft was configured; and a stabilized approach and landing to 6L was accomplished. We contacted maintenance; logged the flap over speed; and debriefed at the gate. Fatigue may have been a contributing factor for the crew as the elongated Flight Duty Period (FDP) progressed. The flight was delayed on numerous levels including a late inbound aircraft; a lengthy maintenance delay at the gate; and unforecasted turbulence encountered that required slower speeds. The crew was not augmented (no rest break opportunity) and operating on the back side of the biorhythmic clock with maximum scheduled flight time of [approximately 8 hours] and long duty day during circadian low.
We were on downwind for 6L with Guam approach control; being vectored around a large thunder cell. We were cleared direct OBALE at 3;000 feet and told to contact tower. We switched over to tower frequency and got a clear look at the cell; it was between OBALE and HARLO. The majority of the cell was south of the approach course. We thought the best course of action was to offset and get a heading just north of the approach course and intercept the final approach course outside of the FAF HARLO. We requested this on initial contact with Guam tower. Tower responded 'That's approved; Be careful '. The Captain was flying and selected heading mode and proceeded to take up a course just North and parallel to the approach course 6L. The Captain began a decent from 3;000 to 2;000 feet for HARLOW; at 2;100 feet the tower controller told us to contact approach control. We switched frequencies; approach control gave us an altitude of 2;300 feet and a heading of 360 and asked our intentions. At this point the Captain turned to a heading of 360 but didn't climb initially. After approximately 5 seconds the controller repeated the clearance along with climb Now! to 2;300 feet. As I am reading back the ATC clearance the Captain selected Takeoff Go-Around (TOGA) and climbed through 2;300 feet and leveled off at 3;100 feet. The Captain asked me to get a cleared altitude of 3;000 feet; I did. As I am asking for the requested altitude we experienced a flap over speed and an altitude deviation.In an attempt to slow the airplane the captain turned off the auto pilot and auto throttles. The approach controller then gave us another heading; vectoring us back around for another approach. As I am repeating back the cleared heading the Captain; with the automation off and trying to slow the airplane and comply with the new heading lost her scan and descended inadvertently from 3;000 to 2;500 feet. At this point the controller stated what's your altitude; I responded 2;500 feet and climbing; response 'Roger'.Once we were level at 3;000 feet and airspeed stable. The Captain stated she was tired and if I would fly the approach. We switched duties; we reloaded the ILS 6L. We got our intercept 2 miles outside Harlow; cleared all weather and made a stable approach and landing.
A flight crew reports being vectored for the ILS 6L at PGUM and requesting to offset left outside HARLO to avoid weather; which is approved. Approaching HARLO and descending to 2;000 feet ATC issues instructions to head 360 and climb to 2;300 feet. During the maneuver the flap speed is exceeded and the altitude tops out at 3;100 feet. ATC assigns 3;000 feet but 500 feet is lost before correcting back to 3;000 feet. The Captain asks the First Officer to fly the next approach.