Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Other / Unknown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; General Maintenance Action
Aircraft; Human Factors; Weather
During the approach we were using icing speeds plus a 6 knot addition for head wind and using 36K card for speeds. There was a relatively small margin for error between approach speed and flaps overspeed. First Officer mentioned that he was fixated on the speed and missed several step down fixes due to speed fixation and he was watching GPS DME rather than LOC DME for the step downs and was confused on the non-precision approach. I was trying to help with calling out next altitudes and was distracted with new information that another airplane gave about ceiling height while we were inside the FAF. At the MAP I called MAP and the First Officer called maximum power flaps 15. I raised the flaps to 15 and set the power and watched for positive rate. After maybe 5 seconds with no positive rate indication; I noticed that we were still pitched to a level pitch. I said pitch up then we got a GPWS 'Terrain' message so I pulled on the controls and said you need to pitch up. He did pitch up very slowly and I was watching him to make sure that he continued to pitch up and missed the positive rate call. He noticed the gear down and pulled it up and we almost instantly got a clacker. He immediately pulled the flaps up and the clacker went away very quickly. Neither one of us noted the airspeed at the time of the clacker. We diverted and became saturated with preparing for the return flight after landing and I forgot to write up the flaps overspeed. I wrote it up on the next leg. The First Officer mentioned that it would have been more helpful if I had called out the step down fixes rather than the next altitude. Overall the First Officer did a good job considering my failure to make multiple callouts throughout the approach and the missed. I allowed myself to lose situational awareness and become distracted at a critical point in flight. The First Officer and I have discussed getting together on a regular basis and practicing abnormal procedures. I need to be more assertive and take the flight controls when I notice that we are getting too far behind. I really feel that I should have said 'my controls' and flown the missed approach when I noticed that we hadn't pitched up. Up to that point everything wasn't perfect but was within a satisfactory margin. That was the point where the culmination of small errors started to erode our situational awareness resulting in a flaps overspeed clacker. I also should have debriefed with the First Officer immediately after landing rather than waiting to get home which would have eliminated the fact that I flew an airplane that needed the flaps to be inspected to become airworthy.
Briefed the approach for BC localizer including icing speeds plus additional 6 knots for strong headwind component of 19 knots making a very small buffer between approach speed and flap overspeed. Began descent and approach at proper distance; properly configured and stabilized on altitude and airspeed prior to crossing final approach fix. After crossing final approach fix I initiated descent using autopilot to first step down fix. I heard on the radio a flight telling Tower that if they had not used the RNAV approach [LPV DA 200] they would not have seen the runway environment. Tower then verified with us that we heard the report. Captain and I discussed that we wanted to continue this approach because it had the lowest minimums with acceptable wind. After this discussion I came back to the GPS to verify distance until next waypoint; became confused; glanced at the approach plate and then Captain called for next lower altitude. I was overly fixated on airspeed control due to +/- 5 knot variations with tight approach and overspeed spread with the step downs and level-offs. Captain then called missed approach point and I called for max power flaps 15. I set power levers and pulled back on yoke with no change in pitch. The Captain called for climb and pitch up. Confused at why the airplane was not climbing I pulled more and after a few seconds added trim up to relieve the pressure which then disengaged the autopilot and we began to climb with the Captain assisting on the yoke. Due to the poor climb out sequence; standard calls of positive rate/gear up; acceleration altitude; and red bug were missed which meant gear and flaps were left down and 15 degrees respectively. In the climb as we were approaching 160 knots I noticed the gear was still down and we were close to overspeed so I immediately raised the gear which then caused the airplane to accelerate which then caused flap overspeed chime to come on. I then raised the flaps immediately and we continued the diversion. After thinking about sequence of events; I realized the autopilot was still engaged due to my failure to push the go around button as I called for max power/ flaps 15 at the missed approach point. This is why the airplane would not climb when I pulled on the yoke and until I disconnected with trim. More thorough briefing on step downs and how they will be identified and called out during approach for non-precision approach. More practice on missed procedure callouts. Better situational awareness and keeping instrument scan moving. Brief push go around button when briefing missed approach.
ATR42 flight crew describes a LOC BC approach in icing conditions and turbulence; using an approach speed close to flap limit speed. The flying First Officer becomes confused; identifying stepdown fixes with GPS DME instead of LOC DME. At the MAP a missed approach is initiated but the go around button is not pushed and the aircraft remains in level flight until the trim switch is used; disconnecting the autopilot. The gear remains down and flap overspeeds occur. The flight diverts to an alternate airport.