Narrative:

Conditions visibility 2.5 miles; winds generally calm; scattered 1000 ft; broken 8000 ft; lda/DME runway 19 in use. First officer PF. At the FAF we began our descent from 1600 ft at beise to 800 ft MDA rounded up. The first officer turned off the autoplt. We began our descent using flight path angle 3 degrees. We were confused with the 1000 ft fix at 4 DME and may have unknowingly and inadvertently dipped below 1000 ft before getting to the 4 mile mark. We had the river in sight but by the time we got the runway; we were too high for a stabilized approach. We both agreed on a missed approach. ATC got an altitude alert but we were above minimums. Concerned about the P-6 prohibited area; my callouts and his configuration changes on the missed approach were not standard. I probably let ATC communications take precedence over aircraft management. The first officer oversped the aircraft during flap retraction. We immediately pulled the power back and the problem was rectified. We were successful on the second attempt. When we debriefed at the gate; we discussed what went wrong and how we may have misread the approach plate and what we could have done differently. Lesson for me -- aircraft management and control are paramount. Even though a missed approach is a good decision a stabilized and standard missed is equally important.

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Original NASA ASRS Text

Title: AN E170 CAPT DISCUSSES AN UNSTABILIZED APCH BELOW 1000 FT INCLUDING AN ATC LOW ALT WARNING; A MISSED APCH AND A GAR. A SUCCESSFUL APCH FOLLOWED.

Narrative: CONDITIONS VISIBILITY 2.5 MILES; WINDS GENERALLY CALM; SCATTERED 1000 FT; BROKEN 8000 FT; LDA/DME RWY 19 IN USE. FO PF. AT THE FAF WE BEGAN OUR DESCENT FROM 1600 FT AT BEISE TO 800 FT MDA ROUNDED UP. THE FO TURNED OFF THE AUTOPLT. WE BEGAN OUR DESCENT USING FLT PATH ANGLE 3 DEGS. WE WERE CONFUSED WITH THE 1000 FT FIX AT 4 DME AND MAY HAVE UNKNOWINGLY AND INADVERTENTLY DIPPED BELOW 1000 FT BEFORE GETTING TO THE 4 MILE MARK. WE HAD THE RIVER IN SIGHT BUT BY THE TIME WE GOT THE RWY; WE WERE TOO HIGH FOR A STABILIZED APCH. WE BOTH AGREED ON A MISSED APCH. ATC GOT AN ALT ALERT BUT WE WERE ABOVE MINIMUMS. CONCERNED ABOUT THE P-6 PROHIBITED AREA; MY CALLOUTS AND HIS CONFIGURATION CHANGES ON THE MISSED APCH WERE NOT STANDARD. I PROBABLY LET ATC COMMUNICATIONS TAKE PRECEDENCE OVER ACFT MANAGEMENT. THE FO OVERSPED THE ACFT DURING FLAP RETRACTION. WE IMMEDIATELY PULLED THE POWER BACK AND THE PROB WAS RECTIFIED. WE WERE SUCCESSFUL ON THE SECOND ATTEMPT. WHEN WE DEBRIEFED AT THE GATE; WE DISCUSSED WHAT WENT WRONG AND HOW WE MAY HAVE MISREAD THE APCH PLATE AND WHAT WE COULD HAVE DONE DIFFERENTLY. LESSON FOR ME -- ACFT MANAGEMENT AND CTL ARE PARAMOUNT. EVEN THOUGH A MISSED APCH IS A GOOD DECISION A STABILIZED AND STANDARD MISSED IS EQUALLY IMPORTANT.

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.