Flight Crew Air Transport Pilot (ATP)
Workload; Situational Awareness
ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Aircraft; Human Factors
We were being radar vectored to a LOC only approach (using LAVS). We called the field in sight and were cleared for the visual; and were given a tight turn onto final. ATC instructed us to stay 170 KIAS until 5 NM final. [This] makes it difficult to slow and descend. Captain was flying; and I was the pilot monitoring; and we were flaps 5; gear down. Approaching the 5 NM point Captain called for flaps 15 then 20; then 25 to start slowing and help descend. At the 5 NM point Captain called for flaps 30. I always try to check airspeed before moving the flap lever; however; things were busy and I didn't check the airspeed...Captain called for flaps 30 and I moved the flap handle right away from 25 to 30. Then the Captain said 'not yet I am slightly fast' (we were probably about 169 KIAS and flap limit speed for 30 is 162 KIAS) So; I moved the flap lever immediately back to 25. I didn't think the flaps actually moved much out of the 25 position. At that time I noticed a Flap Load Relief EICAS message. Once our speed had slowed to below 162 KIAS; the Captain called for flaps 30. When I moved the flap lever back to the 30 position; we noticed a 'Trailing Edge Flap Disagree' EICAS message. The Captain called for a go- around. We did a normal go-around procedure. I announced the go-around to Tower. Looking at the flap gauge the flaps appeared to be at the 20 position. We requested vectors to sort the problem out. During the go-around as were attempting to level at 3;000 feet; as instructed by ATC; and as we accelerated towards 180 KIAS; the flaps would not retract up any more; (we normally would have gone to flaps 5); and I think that the extra lift; trim forces; etc....caused it to be harder than normal to level off the aircraft; and we went to 3;280 feet. During the vectoring we went through the QRH checklist; and had very good CRM and communication between crewmembers; and landed normally without further problems. Do not allow yourself to be left high and fast close in; and get busy and distracted. Pilot monitoring should always verify current airspeed is under flap limit before moving handle.
Relatively tight turn onto final shortened with 170 knot speed to 5 mile final assigned. I was flying on autopilot planning on Localizer backing up visual approach. Configured flaps 20 gear down at final approach. Did LAVS and on path but as autopilot maintained path speed did not bleed off so I called for flaps 25 then 30 and as I called for 30 realized I was at still 170 knots. I announced I was fast for flaps 30 but the first had already moved the handle to 30. He realized the overspeed and retracted flaps until I slowed. I called for 30 again and saw we had a TE flap disagree so I executed a go-around. During the go-around we were given 3;000 feet by Tower but as I approached level off I called for flaps 5 forgetting the flap disagree locked the flap control out so I ballooned to 3;300 feet with the flaps stuck at 20. We worked well together to return with the abnormal making a flaps 20 approach per the QRH. During the debrief I learned the First saw a flap relief EICAS message so we felt that contributed to the flap disagree 170 knots to 5 mile final with runway shortening make for an overly challenging approach. I know this is to accommodate more arrivals but it isn't very safe. I should refuse these but typically accept them to help.
B757 flight crew experiences a flap disagree EICAS message during approach when flaps 30 are called for by the Captain above flaps 30 speed and quickly corrected. The flap handle is moved to the 30 position by the First Officer then back to 25; resulting in a flap disagree. A go-around is initiated; the QRH is consulted and a flaps 20 landing ensues.