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B757-200 flight crew; given go around by ATC due to spacing; is then given vectors and delays precipitating a minimum fuel situation.
| Attributes | |
| ACN | 713006 |
| Time | |
| Date | 200610 |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : n90.tracon |
| State Reference | NY |
| Altitude | msl single value : 4000 |
| Environment | |
| Flight Conditions | IMC |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon tower : dal.tower |
| Operator | common carrier : air carrier |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach landing : go around |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B777 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : approach |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Experience | flight time last 90 days : 180 flight time total : 14000 flight time type : 5000 |
| ASRS Report | 713006 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | conflict : airborne less severe other anomaly other |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | controller : separated traffic controller : issued new clearance flight crew : executed go around other |
| Supplementary | |
| Problem Areas | Aircraft Weather Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Airspace Structure |
Narrative:
Spacing induced go around initiated by jfk tower (approximately 4 mi behind B777) given 040 degree heading; climb to 5000 ft. I flew their exact speeds during the approach. Complied with clearance; switched to approach control and passing 3000 ft in climb; the controller expected us at 2000 ft. We negotiated a level at 4000 ft but the autoplt handled it. After capture at 4000 ft; the autoplt started descending. I caught it at 3700 ft and manually leveled back at 4000 ft. We then were given vectors 18 mi north and I started negotiating a slot back in line as we were concerned with alternate fuel. Used CRM with the controller and stated that this was not our go around and we would appreciate getting back in line a little sooner (first officer also voiced concern for fuel). Controller suggested minimum fuel to help situation so I declared minimum fuel. We were initially given a turn for runway 4L (priority) then the controller asked how much time in fuel. I responded 1 hour but I was factoring in a revised alternate dispatch had just assigned us after the go around. Just after we informed new york TRACON of 1 hour; I heard a distinct 'snicker' on the frequency and we were then re-sequenced for runway 4R again and put in a long line. After passing jfk overhead with 8.5 (initially) and then the ATC induced go around and extensive vectors; we blocked with approximately 4.8. I have 2 issues with this handling at jfk: 1) the variable altitude assignments on the missed approach and the lack of coordination between controllers leading to an expectation that we were to be at 2000 ft; and 2) the immediate change as to our priority to return to the field once we verbally gave 1 hour of fuel endurance when they had initially set us up for runway 4L in lieu of runway 4R. I realize minimum fuel does not assure priority; however; I do not feel they were considering the alternate fuel burn (2.2) to phl. I was minimum fuel with 1 hour at jfk considering the burn over to phl and the WX condition.
Original NASA ASRS Text
Title: B757-200 FLT CREW; GIVEN GAR BY ATC DUE TO SPACING; IS THEN GIVEN VECTORS AND DELAYS PRECIPITATING A MINIMUM FUEL SITUATION.
Narrative: SPACING INDUCED GAR INITIATED BY JFK TWR (APPROX 4 MI BEHIND B777) GIVEN 040 DEG HDG; CLB TO 5000 FT. I FLEW THEIR EXACT SPDS DURING THE APCH. COMPLIED WITH CLRNC; SWITCHED TO APCH CTL AND PASSING 3000 FT IN CLB; THE CTLR EXPECTED US AT 2000 FT. WE NEGOTIATED A LEVEL AT 4000 FT BUT THE AUTOPLT HANDLED IT. AFTER CAPTURE AT 4000 FT; THE AUTOPLT STARTED DSNDING. I CAUGHT IT AT 3700 FT AND MANUALLY LEVELED BACK AT 4000 FT. WE THEN WERE GIVEN VECTORS 18 MI N AND I STARTED NEGOTIATING A SLOT BACK IN LINE AS WE WERE CONCERNED WITH ALTERNATE FUEL. USED CRM WITH THE CTLR AND STATED THAT THIS WAS NOT OUR GAR AND WE WOULD APPRECIATE GETTING BACK IN LINE A LITTLE SOONER (FO ALSO VOICED CONCERN FOR FUEL). CTLR SUGGESTED MINIMUM FUEL TO HELP SITUATION SO I DECLARED MINIMUM FUEL. WE WERE INITIALLY GIVEN A TURN FOR RWY 4L (PRIORITY) THEN THE CTLR ASKED HOW MUCH TIME IN FUEL. I RESPONDED 1 HR BUT I WAS FACTORING IN A REVISED ALTERNATE DISPATCH HAD JUST ASSIGNED US AFTER THE GAR. JUST AFTER WE INFORMED NEW YORK TRACON OF 1 HR; I HEARD A DISTINCT 'SNICKER' ON THE FREQ AND WE WERE THEN RE-SEQUENCED FOR RWY 4R AGAIN AND PUT IN A LONG LINE. AFTER PASSING JFK OVERHEAD WITH 8.5 (INITIALLY) AND THEN THE ATC INDUCED GAR AND EXTENSIVE VECTORS; WE BLOCKED WITH APPROX 4.8. I HAVE 2 ISSUES WITH THIS HANDLING AT JFK: 1) THE VARIABLE ALT ASSIGNMENTS ON THE MISSED APCH AND THE LACK OF COORD BTWN CTLRS LEADING TO AN EXPECTATION THAT WE WERE TO BE AT 2000 FT; AND 2) THE IMMEDIATE CHANGE AS TO OUR PRIORITY TO RETURN TO THE FIELD ONCE WE VERBALLY GAVE 1 HR OF FUEL ENDURANCE WHEN THEY HAD INITIALLY SET US UP FOR RWY 4L IN LIEU OF RWY 4R. I REALIZE MINIMUM FUEL DOES NOT ASSURE PRIORITY; HOWEVER; I DO NOT FEEL THEY WERE CONSIDERING THE ALTERNATE FUEL BURN (2.2) TO PHL. I WAS MINIMUM FUEL WITH 1 HR AT JFK CONSIDERING THE BURN OVER TO PHL AND THE WX CONDITION.
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.