B777-200
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Distraction; Fatigue
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Human Factors; Weather
Second leg of a long night of flying. Several early morning thundershowers in the area. Moderate rain and turbulence on the ILS final to 02L at WSSS. I was pilot not flying. As we approached minimums with the field in sight; I called out to the Captain that we still had 23 knots of wind on the tail. He elected to execute a go-around on short final. When I announced going around to the Tower; they told us to continue runway heading and climb to 3;000 FT. The go-around had been executed properly; and the Captain had me confirm that we were in Heading Select. We were. As we began accelerating to clean up above 1;000 FT; we were given a right turn to 090. At some point while I was moving the flaps and pulling the checklist up; the Captain inadvertently selected LNAV; and I did not immediately catch it. The published missed approach procedure was a left turn to 335 if I remember correctly. So the airplane began a slow turn left instead of right. I didn't immediately notice (we were IMC in rough air and rain). After a few seconds I realized the airplane wasn't doing what I expected and pointed it out to the Captain. He went back to Heading Select to reverse the turn and go right. As this was happening; ATC queried us. They asked if we were in a left turn. I stated that we were 'correcting back to the right'. The Controller opted to give us a new vector to the left to avoid opposing traffic. We never got any TCAS alerts. The Controller continued giving us vectors; stating they were for the ILS 02L. But then unexpectedly to us; he gave us an intercept to final and cleared us for the approach. We were still north of the airport. I queried him three times; and he finally realized that he was meaning to say 20R. We were a bit rushed configuring/slowing/finishing checklists; but we were able to finish up right as were crossing 1;000 FT AGL and completed an uneventful landing. We both made mistakes at the end of a long night of flying in some very challenging/demanding environmental conditions. I think the Captain just mistakenly pushed the wrong button. Simple as that. He is a good pilot; and clearly understands the difference in the modes of the autopilot. My mistake was being head down during the clean-up and not keeping my eye on the MCP/FMA's to make sure he was doing exactly what I expected. I need to continue working at pilot not flying skills. For the vast majority of this flight; I think I was doing a nice job. Helping with weather avoidance; calling out the tailwind on final; etc. A momentary lapse during the go-around bit us though. In all phases of flight I need to be diligent in monitoring the MCP and FMA's to make sure the airplane is doing exactly what we're cleared for. It also would've been a good idea to talk through the go-around procedure before we commenced the approach. We mentioned that a go-around or hold might be a possibility; but never talked through it step-by-step.
1. We executed an ILS Approach to 02L at WSSS and broke out approaching CAT I minimums. The weather included moderate to heavy rain showers and thunderstorms scattered over the airport area. 2. With the runway touchdown zone and approach environment in sight; I continued the approach below minimums. The pilot not flying commented that an approximate 20 knot tail wind had developed. Given the wind well exceeded our limitation for landing in addition to a wet runway as additional safety threat; I elected to execute the published missed approach. 3. As the go-around commenced; the Tower Controller issued alternate missed approach instructions: Maintain runway heading. Climb and maintain 3;000 FT. 4. Per our go-around profile; I confirmed our Roll Mode at 400 FT AGL to be Heading Select. 5. At approximately 1;000 FT; the Controller issued instructions to turn right to heading 090. The pilot not flying was busy confirming these instructions with the Controller; who wanted us to turn to 090 immediately. In heavy rain and moderate turbulence; it was difficult to focus and read the flight mode annunciator panel so I reached to the MCP to ensure the Heading Select button had been pressed for Heading Select Mode. I pressed the Heading Select Button again but then mistakenly pressed the LNAV tile. I think I did this because I was tired and was still mentally focused on the Published Missed Approach. 6. With LNAV selected; the aircraft which had commenced a roll right for heading 090; then began to slowly roll left in an attempt to follow the Published Missed Approach Course for the ILS 02L. I realized my error about the same time the pilot not flying pointed it out and I re-selected Heading for Roll Mode. By this time the Controller had questioned our lack of aggressive progress in turning right to a 090 heading and issued instructions to continue our left turn to a westerly heading (we cannot recall the exact heading but I think it was 270); to ensure separation from converging area traffic. TCAS showed one target but no TCAS Alert of any kind was ever issued. 7. The Controller issued vectors for the ILS 02L but issued a final course intercept for what seemed to be; 20R. The First Officer (pilot not flying) questioned the Controller 3-4 times to confirm the runway used for the approach. Each time asked; the Controller confirmed vectors for the ILS 02L. On the third or fourth query; the Controller realized his error and confirmed the course intercept was for 20R. 8. By then; the aircraft position required quick completion of checklists and approach preparation. We were a little rushed but we both felt there was adequate time to slow; configure and execute the approach in a stabilized condition just prior to passing 1;000 FT AGL. Although the rain remained moderate to heavy; the wind clearly favored 20R. We landed on 20R without further incident. I was tired and as an example; didn't review holding or the GA profiles which are things we don't do on a regular basis. I had planned and briefed for an ILS 02L along with its associated Missed Approach. For these weather conditions; I think we should have been expected to fly the Published Missed Approach unless we requested alternate directions for the miss. We would have coordinated that with the Controller and been better able to anticipate and plan. I think the Approach Controller's work load had been increased by my error but Controller and crew communications were degraded. Fatigue played a significant roll in this event. I have no doubt the controllers were tired too. Primarily; the immediate cause of this incident is my error of inadvertently selecting the wrong roll mode and failing to monitor my FMA's closer. I should have realized that between the weather and our fatigue; a greater emphasis was needed on approach briefing and discussing some of the possible scenarios that might come into play. Covering the things we don't have to do on every single approach would have helped. Additionally; I think that alternate missed approach instructions could have been coordinated better. Regarding fatigue; its interface with extremely challenging weather conditions and the schedule we were set to maintain on this 2-leg flight was difficult. It is very difficult to get adequate rest for this type of scheduling.
B777 flight crew experiences a strong tailwind on short final during approach in turbulence and rain to Runway 02L then elects to go around at low altitude. The Controller issues a heading and altitude but the flying Captain inadvertently selects LNAV due to fatigue and turbulence. The Controller then issues vectors for landing Runway 02L and repeats the runway designation several times when queried by the crew; before finally realizing his mistake and stating Runway 20R. A normal landing ensues.