Narrative:

We were descending into iad on the jasen 2 arrival, kessel transition and we were told to cross druzz at 11000 ft and 250 KTS. We were on a good descent profile until we were instructed to slow to 250 KTS. (We were currently at 280 KTS.) this airspeed reduction took us above the FMS-computed descent profile, even with speed brakes extended. I asked the captain if we should ask for relief from the altitude restr at druzz and he replied he thought we would make the descent ok. We ended up crossing druzz about 1000 ft high. ATC did not comment. Later, on the same arrival, we were being vectored on a left downwind to iad runway 1L. TCASII was not painting any targets at this time, even though we could see our traffic visually. It is not uncommon for the A320 to drop TCASII targets. As a result, we could not accurately determine our spacing from our traffic. We called our traffic in sight and were cleared for a visual approach to runway 1L. We turned base when our traffic was abeam us, just inside of carry intersection. The captain armed the approach and the aircraft started a turn to intercept the localizer. The aircraft rolled out on an intercept heading that was causing us to close on the aircraft we were following. In addition, we were flying faster than him. At this point we were 2.5 mi behind him. The captain took out the intercept heading and flew 080 degrees for a few seconds to correct for the closure. With strong winds from the west, this caused us to overshoot final by about 3000 ft. I spotted traffic on a runway 1R visual slightly behind us and I estimated we got no closer than 1 mi from him. There was no TCASII TA or RA. The controller advised us of the fact that aircraft were landing on parallel runways and we acknowledged. On landing we were asked to telephone the controller.

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Original NASA ASRS Text

Title: CAPT OF AN AIRBUS A320 UNDERSHOT XING FIX ALT ON AN ARR STAR. SUBSEQUENTLY, THE CAPT OVERSHOT FINAL AND PASSED THROUGH THE FINAL OF A PARALLEL RWY.

Narrative: WE WERE DSNDING INTO IAD ON THE JASEN 2 ARR, KESSEL TRANSITION AND WE WERE TOLD TO CROSS DRUZZ AT 11000 FT AND 250 KTS. WE WERE ON A GOOD DSCNT PROFILE UNTIL WE WERE INSTRUCTED TO SLOW TO 250 KTS. (WE WERE CURRENTLY AT 280 KTS.) THIS AIRSPD REDUCTION TOOK US ABOVE THE FMS-COMPUTED DSCNT PROFILE, EVEN WITH SPD BRAKES EXTENDED. I ASKED THE CAPT IF WE SHOULD ASK FOR RELIEF FROM THE ALT RESTR AT DRUZZ AND HE REPLIED HE THOUGHT WE WOULD MAKE THE DSCNT OK. WE ENDED UP XING DRUZZ ABOUT 1000 FT HIGH. ATC DID NOT COMMENT. LATER, ON THE SAME ARR, WE WERE BEING VECTORED ON A L DOWNWIND TO IAD RWY 1L. TCASII WAS NOT PAINTING ANY TARGETS AT THIS TIME, EVEN THOUGH WE COULD SEE OUR TFC VISUALLY. IT IS NOT UNCOMMON FOR THE A320 TO DROP TCASII TARGETS. AS A RESULT, WE COULD NOT ACCURATELY DETERMINE OUR SPACING FROM OUR TFC. WE CALLED OUR TFC IN SIGHT AND WERE CLRED FOR A VISUAL APCH TO RWY 1L. WE TURNED BASE WHEN OUR TFC WAS ABEAM US, JUST INSIDE OF CARRY INTXN. THE CAPT ARMED THE APCH AND THE ACFT STARTED A TURN TO INTERCEPT THE LOC. THE ACFT ROLLED OUT ON AN INTERCEPT HDG THAT WAS CAUSING US TO CLOSE ON THE ACFT WE WERE FOLLOWING. IN ADDITION, WE WERE FLYING FASTER THAN HIM. AT THIS POINT WE WERE 2.5 MI BEHIND HIM. THE CAPT TOOK OUT THE INTERCEPT HDG AND FLEW 080 DEGS FOR A FEW SECONDS TO CORRECT FOR THE CLOSURE. WITH STRONG WINDS FROM THE W, THIS CAUSED US TO OVERSHOOT FINAL BY ABOUT 3000 FT. I SPOTTED TFC ON A RWY 1R VISUAL SLIGHTLY BEHIND US AND I ESTIMATED WE GOT NO CLOSER THAN 1 MI FROM HIM. THERE WAS NO TCASII TA OR RA. THE CTLR ADVISED US OF THE FACT THAT ACFT WERE LNDG ON PARALLEL RWYS AND WE ACKNOWLEDGED. ON LNDG WE WERE ASKED TO TELEPHONE THE CTLR.

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.