B757 Undifferentiated or Other Model
Flight Crew Last 90 Days 270; Flight Crew Total 15500; Flight Crew Type 12500
Training / Qualification; Situational Awareness; Distraction
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Human Factors; Procedure
Visual approach to Runway 1R. I was conducting an Initial Captain IOE. Having spent nearly two decades flying internationally; my student demonstrated typically recurring difficulties with the intensified pace and demands of the domestic flying environment. Specifically; he was being overwhelmed by ATC's more dynamic handling of traffic separation and approach sequencing. The Captain trainee had asked that during this arrival that I limit my coaching so that he could sort through the thought process for himself. As we got closer to landing he gradually fell further behind the aircraft. I nevertheless limited my remarks to see if he could keep up; regain situational awareness; comply with ATC and execute the approach. We reached the visual glide path intercept at 2;600 feet AGL with the gear up; 190 KIAS and flaps fifteen. From that altitude I thought that our Stabilized Approach criteria could still have been comfortably achieved. In the interest of learning; I elected to allow him to continue. Unfortunately the student's task saturation increased and the approach parameters deteriorated further. We were unable to slow; configure and meet our Stabilized Approach criteria in a timely manner. A go-around was initiated at 500 feet AGL. Tower assigned a straight ahead climb to 1;600 MSL. This altitude was much lower than the published 3;000 foot missed approach altitude. The student's saturation precipitated inaccurate go-around callouts. I prioritized the assurance of our initial climb away from the ground. Subsequently; while busy with ATC communications and resetting the MCP; I did not adequately cross-check our speed acceleration. By the time I intervened the flaps 20 limit speed was exceeded by approximately 5 Knots. The second approach and landing were uneventful. The overspeed was documented with an MRM input.
A B757 Instructor Pilot reported his IOE Captain had difficulty staying ahead of the aircraft; and after executing a go around at 500 FT on an unstabalized approach both pilots failed to see a flaps 20 five knot airspeed exceedence.