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A flap asymmetry on final flap setting provoked a go around during which the flight crew overshot the assigned missed approach altitude while trying to ascertain the appropriate speed for this abnormal 757 confign replete with confign warning lights and siren.
| Attributes | |
| ACN | 281985 |
| Time | |
| Date | 199409 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : dsm |
| State Reference | IA |
| Altitude | msl bound lower : 3000 msl bound upper : 3700 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : dsm tower : dsm |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | landing : missed approach |
| Route In Use | enroute : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp pilot : flight engineer |
| Experience | flight time last 90 days : 100 flight time total : 5900 flight time type : 2400 |
| ASRS Report | 281985 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : critical altitude deviation : overshoot non adherence : clearance |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : regained aircraft control flight crew : returned to intended course or assigned course |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Boeing 757: while turning a 5 mi final for a visual approach to runway 23 at des moines, flaps were lowered from 20 to 30 for landing. As the flaps passed runway 25, we got a leading edge slat asymmetry EICAS message and leading edge indicator light. After decision to go around was made, approach said 'fly runway heading, maintain 3000 ft.' due to task saturation, climbed to 3700 ft before correcting back to 3000 ft. Declared emergency, flew a box pattern at 3000 ft. Ran appropriate checklists and flew another visual approach to runway 23. Landing was uneventful. I feel if busted the 3000 ft altitude because my primary concern was for proper airspeed for our confign and I also feel this was the captain's primary concern. I also feel I was distracted by several aural confign warnings.
Original NASA ASRS Text
Title: A FLAP ASYMMETRY ON FINAL FLAP SETTING PROVOKED A GAR DURING WHICH THE FLC OVERSHOT THE ASSIGNED MISSED APCH ALT WHILE TRYING TO ASCERTAIN THE APPROPRIATE SPD FOR THIS ABNORMAL 757 CONFIGN REPLETE WITH CONFIGN WARNING LIGHTS AND SIREN.
Narrative: BOEING 757: WHILE TURNING A 5 MI FINAL FOR A VISUAL APCH TO RWY 23 AT DES MOINES, FLAPS WERE LOWERED FROM 20 TO 30 FOR LNDG. AS THE FLAPS PASSED RWY 25, WE GOT A LEADING EDGE SLAT ASYMMETRY EICAS MESSAGE AND LEADING EDGE INDICATOR LIGHT. AFTER DECISION TO GAR WAS MADE, APCH SAID 'FLY RWY HDG, MAINTAIN 3000 FT.' DUE TO TASK SATURATION, CLBED TO 3700 FT BEFORE CORRECTING BACK TO 3000 FT. DECLARED EMER, FLEW A BOX PATTERN AT 3000 FT. RAN APPROPRIATE CHKLISTS AND FLEW ANOTHER VISUAL APCH TO RWY 23. LNDG WAS UNEVENTFUL. I FEEL IF BUSTED THE 3000 FT ALT BECAUSE MY PRIMARY CONCERN WAS FOR PROPER AIRSPD FOR OUR CONFIGN AND I ALSO FEEL THIS WAS THE CAPT'S PRIMARY CONCERN. I ALSO FEEL I WAS DISTRACTED BY SEVERAL AURAL CONFIGN WARNINGS.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.