Narrative:

We were put into holding 4000 ft at the NDB, over the final approach fix for runway 7 awaiting a 757 to complete its approach. We were given clearance to commence our approach out of the holding pattern. I descended turning inbound to intercept the localizer but still crossed the final approach fix high. I continued the approach using s-turns to dissipate altitude. An uneventful landing occurred with touchdown at about 2900 ft from the approach end of the runway. There was no problem stopping the aircraft and we turned off at a taxiway prior to the end of the runway. The runway was clearly in sight at all times during the approach. While the outcome was successful, the procedures were outside company parameters. We had sufficient energy in excess airspeed so the engines remained unspooled during the last portion of the approach. Final alignment to the runway involved a turn lower than it should have been. I never before understood why pilots press forward on an approach that is not what it should be. I found myself 'locked on' to landing out of the approach. When we blocked in, I asked the other crewmembers why they sat by and watched me continue with an approach that was so out of parameters. The first officer replied 'most capts at our company don't listen to us anyway.' this was even more disturbing since I had briefed them to speak up in such an event. Our company had just had a crew depart the runway at ord a couple of weeks prior to this event. It is obvious we have a serious cockpit resource management problem at airlines. Unfortunately the training department gives lip service to cockpit resource management and the chief pilot's office does not believe in the idea. As for myself, I have established some hard parameters for approach which I will never again exceed.

Google
 

Original NASA ASRS Text

Title: UNSTABLE APCH. NO CREW COCKPIT RESOURCE MGMNT.

Narrative: WE WERE PUT INTO HOLDING 4000 FT AT THE NDB, OVER THE FINAL APCH FIX FOR RWY 7 AWAITING A 757 TO COMPLETE ITS APCH. WE WERE GIVEN CLRNC TO COMMENCE OUR APCH OUT OF THE HOLDING PATTERN. I DSNDED TURNING INBOUND TO INTERCEPT THE LOC BUT STILL CROSSED THE FINAL APCH FIX HIGH. I CONTINUED THE APCH USING S-TURNS TO DISSIPATE ALT. AN UNEVENTFUL LNDG OCCURRED WITH TOUCHDOWN AT ABOUT 2900 FT FROM THE APCH END OF THE RWY. THERE WAS NO PROB STOPPING THE ACFT AND WE TURNED OFF AT A TXWY PRIOR TO THE END OF THE RWY. THE RWY WAS CLRLY IN SIGHT AT ALL TIMES DURING THE APCH. WHILE THE OUTCOME WAS SUCCESSFUL, THE PROCS WERE OUTSIDE COMPANY PARAMETERS. WE HAD SUFFICIENT ENERGY IN EXCESS AIRSPD SO THE ENGS REMAINED UNSPOOLED DURING THE LAST PORTION OF THE APCH. FINAL ALIGNMENT TO THE RWY INVOLVED A TURN LOWER THAN IT SHOULD HAVE BEEN. I NEVER BEFORE UNDERSTOOD WHY PLTS PRESS FORWARD ON AN APCH THAT IS NOT WHAT IT SHOULD BE. I FOUND MYSELF 'LOCKED ON' TO LNDG OUT OF THE APCH. WHEN WE BLOCKED IN, I ASKED THE OTHER CREWMEMBERS WHY THEY SAT BY AND WATCHED ME CONTINUE WITH AN APCH THAT WAS SO OUT OF PARAMETERS. THE FO REPLIED 'MOST CAPTS AT OUR COMPANY DON'T LISTEN TO US ANYWAY.' THIS WAS EVEN MORE DISTURBING SINCE I HAD BRIEFED THEM TO SPEAK UP IN SUCH AN EVENT. OUR COMPANY HAD JUST HAD A CREW DEPART THE RWY AT ORD A COUPLE OF WKS PRIOR TO THIS EVENT. IT IS OBVIOUS WE HAVE A SERIOUS COCKPIT RESOURCE MGMNT PROB AT AIRLINES. UNFORTUNATELY THE TRAINING DEPT GIVES LIP SVC TO COCKPIT RESOURCE MGMNT AND THE CHIEF PLT'S OFFICE DOES NOT BELIEVE IN THE IDEA. AS FOR MYSELF, I HAVE ESTABLISHED SOME HARD PARAMETERS FOR APCH WHICH I WILL NEVER AGAIN EXCEED.

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.