2025-11 · NASA ASRS report 2304383
B757 flight crew reported that they set the wrong final approach target speed on approach to IAH; citing fatigue and workload as contributing to the error.
While on the visual approach to 26R; we were cleared with an airspeed of 170 knots to OWELL. Earlier in the approach we had been advised by ATC that we would be following a Boeing 777 and to caution wake turbulence. We had encountered their wake multiple times on the downwind with some airspeed fluctuations and turbulence.At this time currently we were on a base to final turn approximately 15 miles from the runway. I was PF and hand flying the visual approach. We intercepted the glideslope and localizer around 200 knots and 4000ft and began down on the final approach to runway. We had been fully configured at flaps 30 with the gear down just past OWELL; as briefed; and began to slow up to our Final Vapp.At this time I called for Vapp and the first officer mistakenly bugged 138 knots; which was incorrect. The actual Vref was 123 knots and with an additive of 5 knots should have been 128 knots. Passing through 1000ft we made the 1000ft callouts and were approximately 160 knots and slowing. At this time we were encountering airspeed fluctuations of plus or minus 7 knots due to wake turbulence from preceding Boeing 777. Around our 500 foot gate we were approximately 145 knots with a fluctuation of about plus or minus 5 knots due to the wake and were on a stable descent path to land. And the Captain noted he was slowing the aircraft and stable. Around the 500 foot gate the FO realized he had made a mistake and told me that he had bugged in the wrong Vapp while correcting it. I proceeded to slow the aircraft to the correct speed of 128 knots. A normal landing in the touchdown zone was made and we exited off at the first high speed exit. An uneventful taxi to the gate ended the flight.It wasn't until the roll out that we realized that there was a chance that we might have exceeded the 500 ft stabilized approach criteria of Vapp plus 15 knots. By the time the FO moved the speed bug to 128 knots. I looked at saw our speed around 140 knots and thought it was still within the limits; not taking into account our previous slightly faster speed. In hindsight having to change the speed bug at the low of an altitude; should've warranted a go-around.There were several possible causes for the error setting the wrong final approach speed occurred for several reasons. The first being confirmation bias since the FO and I both usually fly the 767. An airspeed of 138kits is a typical final approach speed so it did not appear abnormal. Second would be high workload. ATC was doing training during our approach and override the primary controllers instructions. Since I was hand flying; this increased the workload of the FO. There were multiple times where we received a clearance to turn or descend on the downwind/approach; followed by an ATC supervisor correction to the radar vectors or approach clearance. Finally; fatigue likely played a factor. It was the end of a four day trip; and we had a van time of XA:55 in ZZZ local.
While on the visual approach to 26R; we were cleared with an airspeed of 170 knots to OWELL. Earlier in the approach we had been advised by ATC that we would be following a Boeing 777 and to caution wake turbulence. We had encountered their wake multiple times on the downwind with some airspeed fluctuations and turbulence.At this time we were on a base to final turn approximately 15 miles from the runway. The Captain was PF and was currently hand flying the approach. We intercepted the glideslope and localizer around 200 knots and 4000ft and began down on the final approach to runway. We had been fully configured at flaps 30 with the gear down just past OWELL; as briefed; and began to slow up to our Final Vapp.At this time the Captain called for Vapp and I bugged 138 knots; which was incorrect. The actual Vref was 123 knots and with an additive of 5 knots should have been 128 knots. Passing through 1000ft we made the 1000ft callouts and were approximately 160 knots and slowing. At this time we were encountering airspeed fluctuations of plus or minus 7 knots due to wake turbulence from preceding Boeing 777. Around our 500 foot gate we were approximately 145 knots with a fluctuation of about plus or minus 5 knots due to the wake and were on a stable descent path to land. The Captain noted he was slowing the aircraft and stable. Around the 500 foot gate I realized my mistake and told the Captain I had bugged in the wrong Vapp and corrected it. He proceeded to slow the aircraft to the correct speed of 128 knots. The Captain then landed in the touchdown zone and exited off at the first high speed exit. An uneventful taxi to the gate ended the flight.It wasn't until the roll out that I realized that there was a chance that we might have exceeded the 500 ft stabilized approach criteria of plus 15 knots of Vapp. By the time I moved the speed bug to 128 knots. I looked at saw our speed around 140 knots and thought it was still within the limits; not taking into account our previous slightly faster speed. In hindsight; having to change the speed bug at that low of an altitude should've warranted a go-around.I believe my error for setting the wrong final approach speed occurred for several reasons. The first being confirmation bias. I usually fly the 767; so an airspeed of 138 looks like a logical final approach speed. Second would be high workload. It sounded like ATC was doing training during our approach. There were multiple times where we received a clearance to turn or descend on the downwind and approach and the ATC supervisor would come on and cancel a heading or approach clearance. I was also operating the MCP (Mode Control Panel); while double checking with ATC for the correct clearance; and monitoring the flight path since the PF was hand-flying. Finally; I think fatigue played a factor. It was the end of a four day trip; and we had a van time of XA:55 in ZZZ local.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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