Flight crew of medium large transport aircraft reported executing a go-around from their unstable approach at JFK; citing multiple distractions and workload as contributing factors.
Synopsis
Flight crew of medium large transport aircraft reported executing a go-around from their unstable approach at JFK; citing multiple distractions and workload as contributing factors.
Narrative
While being vectored onto final for the ILS 31R into JFK; we were told to descend to 2000ft and slow to 160kts. This required us to select flaps three to maintain a safe buffer above green dot. This is an abnormal aircraft configuration for the position that we were on the approach. We were being vectored and slowed in this manner due to ATC separation needs for a heavy aircraft ahead of us on the same approach. At approximately 10nm we were receiving an amber glide slope indication on both PFDs (Primary Flight Displays). We thought this may be due to interference because it was turning on and off for a span of a couple miles. We were slightly distracted by this as we discussed what could possibly be the cause. As we reached approximately 8nm final and we're capturing the glide slope that no longer had any amber indication we encountered wake turbulence as well as moderate turbulence due to gusty winds as the wake subsided. This caused us to discuss a higher approach speed as we continued on the approach without changing configuration. At 1000ft AGL we got a landing gear warning and we performed a go around due to not being in the correct configuration and being unstable. A successful go around was performed; and we were vectored around for a successful approach and landing.
Second reporter narrative
While being vector onto final for the ILS to RWY 31 Right at JFK we were told to descend to 2000 ft on a 18nm final. We were also told to slow down to 160kts which also means we had to configure the aircraft to the flaps 3 selection. This is an abnormal configuration and speed this low to the ground and that far out on an approach. We were being vectored and slowed on to final in this specific manner due to ATC separation needs from a heavy aircraft in front of us also on the same approach. As we continued on the approach approximately on a 10nm final we had an amber GS indication on our PFDs (Primary Flight Displays). I thought this may be do to some interference because it came on in off in the span of about two miles. This indication distracted both of us as we discussed and cross checked what might be causing this indication. While in the same configuration and now likely on a 8nm final and capturing the glide slope we also experience some wake turbulence along with some strong gusts that made us consider a higher approach speed. All while this was happening we continued on the approach at an abnormally slow speed without any configuration changes. At 1000ft AGL and most likely on about a 5nm final we got a landing gear warning aural and EICAS message. This caused up to perform a go around procedure due to the unstable and incorrect configuration. A successful go around was performed and we were vectored back around for a successful approach and landing.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.