|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : sfo.airport|
|Altitude||agl single value : 1000|
|Controlling Facilities||tower : sfo.tower|
|Operator||common carrier : air carrier|
|Make Model Name||B737-300|
|Operating Under FAR Part||Part 121|
|Navigation In Use||other|
|Flight Phase||descent : approach|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 202|
flight time total : 6880
flight time type : 1425
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||non adherence : company policies|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
|Problem Areas||ATC Human Performance|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
Upon arrival into sfo; the captain was the PF and I was the PNF. We were at 11000 ft when the approach controller advised us that we could expect a 12 mi final for noise abatement to runway 28L. We were in a descent out of 11000 ft down to 7000 ft when the approach controller turned us on a base earlier than expected. As a result; we were high. The captain configured to a final landing confign of 30 degrees flaps. He went to flaps 40 degrees for a time but then back to 30 degrees flaps before 1000 ft. At 1000 ft; we were slightly high and fast. At 500 ft we were still slightly high and fast. I called 'airspeed.' the captain decided to continue the approach to a landing. It was obvious that we were going to make the landing within the touchdown zone so I felt the landing was safe and did not object. The captain landed at the end of the touchdown zone. Using about 85% reverse thrust and moderate manual braking; he slowed below 60 KIAS and took high speed taxiway T. We were on the second day of a 4 day trip; of which the first 2 days included 4 legs and almost 8 hours of flying per day. I believe that fatigue played a role. The conditions were visual; dry and no wind. The approach was a visual approach and the landing was on a long; dry runway and I felt since we were going to make the touchdown zone that the landing was safe.
Original NASA ASRS Text
Title: A B737-300 WAS TURNED IN HIGH AT SFO AND MADE AN UNSTABILIZED APCH TO A SAFE LNDG.
Narrative: UPON ARR INTO SFO; THE CAPT WAS THE PF AND I WAS THE PNF. WE WERE AT 11000 FT WHEN THE APCH CTLR ADVISED US THAT WE COULD EXPECT A 12 MI FINAL FOR NOISE ABATEMENT TO RWY 28L. WE WERE IN A DSCNT OUT OF 11000 FT DOWN TO 7000 FT WHEN THE APCH CTLR TURNED US ON A BASE EARLIER THAN EXPECTED. AS A RESULT; WE WERE HIGH. THE CAPT CONFIGURED TO A FINAL LNDG CONFIGN OF 30 DEGS FLAPS. HE WENT TO FLAPS 40 DEGS FOR A TIME BUT THEN BACK TO 30 DEGS FLAPS BEFORE 1000 FT. AT 1000 FT; WE WERE SLIGHTLY HIGH AND FAST. AT 500 FT WE WERE STILL SLIGHTLY HIGH AND FAST. I CALLED 'AIRSPD.' THE CAPT DECIDED TO CONTINUE THE APCH TO A LNDG. IT WAS OBVIOUS THAT WE WERE GOING TO MAKE THE LNDG WITHIN THE TOUCHDOWN ZONE SO I FELT THE LNDG WAS SAFE AND DID NOT OBJECT. THE CAPT LANDED AT THE END OF THE TOUCHDOWN ZONE. USING ABOUT 85% REVERSE THRUST AND MODERATE MANUAL BRAKING; HE SLOWED BELOW 60 KIAS AND TOOK HIGH SPD TXWY T. WE WERE ON THE SECOND DAY OF A 4 DAY TRIP; OF WHICH THE FIRST 2 DAYS INCLUDED 4 LEGS AND ALMOST 8 HRS OF FLYING PER DAY. I BELIEVE THAT FATIGUE PLAYED A ROLE. THE CONDITIONS WERE VISUAL; DRY AND NO WIND. THE APCH WAS A VISUAL APCH AND THE LNDG WAS ON A LONG; DRY RWY AND I FELT SINCE WE WERE GOING TO MAKE THE TOUCHDOWN ZONE THAT THE LNDG WAS SAFE.
Data retrieved from NASA's ASRS site as of January 2009 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.