Narrative:

On a flight to oklahoma city the first officer was PF. It was the first flight of the day on 3 day trip. While en route to okc we were given direct to will rogers. I noticed that the first officer did not put a 30 mile fix at 10000 ft and 250 which is usually customarily done for decent purposes. I was posting two changes in my commercial chart. The first officer was discussing places to live with the jumpseater. The first officer briefed the visual to runway 17R. After she completed her brief she began to program the FMC and I completed the descent checklist. While in the descent I noticed that the VNAV path had reverted to speed of 210 KTS. I thought this was due to the first officer not programming the FMC for a descent altitude. I told her of the speed and she began programming the FMC again. The speed began to approach 280 KTS. I could tell that we were high on profile. At some point ATC asked if we could get down from our altitude. While proceeding into okc we were given vectors to intercept the ILS runway 17R. I looked at the progress page 2/3 and saw that we were 16K off the descent profile. We were given vectors through the ILS runway 17R to lose altitude. I recommended that we use the gear to get down. The first officer reached for the gear handle and was trying extend the gear while she was the flying pilot and at a speed of 285 KTS. I immediately told her no that it was my job. She stated that she makes that mistake from her other job flying T-1's for the military. I deployed the gear on the proper speed and we continued to lose altitude. The first officer slowed to 190 KTS and began to call for flaps at the correct speeds. I suggested that we could turn back to the airport now and she agreed. I told ATC and they gave us vectors back to the field. I noticed that we were below glideslope and continuing to descend. While over downtown okc; I told the first officer to level out and not to descend any more. I was having difficulty looking for the field and watching the first officer from descending and running the checklists and talking to ATC. During this time ATC changed our runway to runway 17L. I now had to reprogram the FMC for the correct runway and retune the navigation aids. The first officer stated that she had the runway but the jumpseater stated that it was tinker AFB. We continued on our vector and saw runway 17L okc and landed.

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Original NASA ASRS Text

Title: RWY ASSIGNMENT CHANGES; A DISTRACTED FLT CREW; A MISPROGRAMMED FMS AND A HIGH ON THE DESCENT PROFILE SITUATION COMBINE TO CONFUSE B737 FLT CREW AS TO IDENTIFYING THE RIGHT ARPT FOR LNDG.

Narrative: ON A FLT TO OKLAHOMA CITY THE FO WAS PF. IT WAS THE FIRST FLIGHT OF THE DAY ON 3 DAY TRIP. WHILE ENRTE TO OKC WE WERE GIVEN DIRECT TO WILL ROGERS. I NOTICED THAT THE FO DID NOT PUT A 30 MILE FIX AT 10000 FT AND 250 WHICH IS USUALLY CUSTOMARILY DONE FOR DECENT PURPOSES. I WAS POSTING TWO CHANGES IN MY COMMERCIAL CHART. THE FO WAS DISCUSSING PLACES TO LIVE WITH THE JUMPSEATER. THE FO BRIEFED THE VISUAL TO RWY 17R. AFTER SHE COMPLETED HER BRIEF SHE BEGAN TO PROGRAM THE FMC AND I COMPLETED THE DESCENT CHECKLIST. WHILE IN THE DESCENT I NOTICED THAT THE VNAV PATH HAD REVERTED TO SPEED OF 210 KTS. I THOUGHT THIS WAS DUE TO THE FO NOT PROGRAMMING THE FMC FOR A DESCENT ALTITUDE. I TOLD HER OF THE SPEED AND SHE BEGAN PROGRAMMING THE FMC AGAIN. THE SPEED BEGAN TO APPROACH 280 KTS. I COULD TELL THAT WE WERE HIGH ON PROFILE. AT SOME POINT ATC ASKED IF WE COULD GET DOWN FROM OUR ALTITUDE. WHILE PROCEEDING INTO OKC WE WERE GIVEN VECTORS TO INTERCEPT THE ILS RWY 17R. I LOOKED AT THE PROGRESS PAGE 2/3 AND SAW THAT WE WERE 16K OFF THE DESCENT PROFILE. WE WERE GIVEN VECTORS THROUGH THE ILS RWY 17R TO LOSE ALTITUDE. I RECOMMENDED THAT WE USE THE GEAR TO GET DOWN. THE FO REACHED FOR THE GEAR HANDLE AND WAS TRYING EXTEND THE GEAR WHILE SHE WAS THE FLYING PILOT AND AT A SPEED OF 285 KTS. I IMMEDIATELY TOLD HER NO THAT IT WAS MY JOB. SHE STATED THAT SHE MAKES THAT MISTAKE FROM HER OTHER JOB FLYING T-1'S FOR THE MIL. I DEPLOYED THE GEAR ON THE PROPER SPEED AND WE CONTINUED TO LOSE ALTITUDE. THE FO SLOWED TO 190 KTS AND BEGAN TO CALL FOR FLAPS AT THE CORRECT SPEEDS. I SUGGESTED THAT WE COULD TURN BACK TO THE AIRPORT NOW AND SHE AGREED. I TOLD ATC AND THEY GAVE US VECTORS BACK TO THE FIELD. I NOTICED THAT WE WERE BELOW GLIDESLOPE AND CONTINUING TO DESCEND. WHILE OVER DOWNTOWN OKC; I TOLD THE FO TO LEVEL OUT AND NOT TO DESCEND ANY MORE. I WAS HAVING DIFFICULTY LOOKING FOR THE FIELD AND WATCHING THE FO FROM DESCENDING AND RUNNING THE CHECKLISTS AND TALKING TO ATC. DURING THIS TIME ATC CHANGED OUR RWY TO RWY 17L. I NOW HAD TO REPROGRAM THE FMC FOR THE CORRECT RWY AND RETUNE THE NAV AIDS. THE FO STATED THAT SHE HAD THE RWY BUT THE JUMPSEATER STATED THAT IT WAS TINKER AFB. WE CONTINUED ON OUR VECTOR AND SAW RWY 17L OKC AND LANDED.

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.