B757 FLT CREW REPORTS FLAP OVERSPEED AFTER CLOSE-IN VISUAL RESULTS IN UNSTABILIZED APPROACH AND GAR.

Narrative

DURING A GAR FROM LOW ALT; MAX FLAP SPD LIMIT WAS EXCEEDED. SUPPLEMENTAL INFO FROM ACN 783800: WE HAD BRIEFED FOR RWY XX. WHEN ASSIGNED RWY 22L; I WAS NOT CONCERNED; GIVEN THE EXPERIENCE OF THE FO; FAVORABLE WX AND FAMILIARITY WITH ZZZ. I CALLED THE FLT ATTENDANTS SINCE THE TOUCHDOWN TIME WOULD BE SOONER THAN I HAD GIVEN THEM. WE SET UP FOR AND BRIEFED THE APCH. I WAS DISTR BY NOT BEING ABLE TO FIND THE COPY OF THE ATIS WE HAD PRINTED OUT SO I COULD DOUBLECHK THE SURFACE WIND. THE ACARS WOULD NOT GENERATE AN ATIS AND I CHKED THE WIND ON THE RADIO ATIS. WE WERE ON A BASE TURN AT 5000 FT; 11 MI FROM THE FIELD. WE RPTED THE FIELD IN SIGHT AND WERE GIVEN A HDG FOR THE VISUAL INTERCEPT. WE WERE HIGH; AND I COMMENTED TO THE FO THAT WE WERE AT 5000 FT AND NOW 10 MI FROM FINAL; STILL ON BASE LEG. THE FO WAS SLOWING AND CALLED GEAR DOWN; JOINING FINAL AT 190 KIAS; FLAPS 5 DEGS. THE APCH WAS VERY DOABLE; BUT WE WERE STILL HIGH AND SLIGHTLY FAST. I HAD MISTUNED THE TWR FREQ; AND AFTER 2 ATTEMPTS RETUNED AND RECEIVED LNDG CLRNC WITH RELIEF FROM THE HOLD SHORT RESTR. AT ABOUT 1600 FT; WE WERE STILL HIGH; 180 KIAS; FLAPS 15 DEGS. I TOLD THE FO HE WOULD NEED SPD BRAKES TO SLOW FOR FINAL FLAPS. HE MADE A COMMENT ABOUT NOT BEING COMFORTABLE WITH THAT; BUT SLOWLY PULLED THE SPD BRAKES. WE ACHIEVED 160 KIAS AND FINAL FLAPS AT 1000 FT BUT WERE STILL SLIGHTLY HIGH AND NEEDED TO SLOW. I TOLD HIM THAT I WOULD HELP HIM WITH AND BE RESPONSIBLE FOR THE SPD BRAKES; AND PULLED THEM; IN AN ATTEMPT TO HELP. IN RETROSPECT; THIS WAS A BAD IDEA; AS HE DID NOT PULL UP TO SLOW; MAINTAINED PITCH AND BEGAN TO DEVELOP A HIGH SINK RATE. WE RECEIVED A SINK RATE GND PROX WARNING WITH 1 WHITE AND 3 RED ON THE VASI. AT ABOUT 600 FT; STILL TOO FAST AND UNSTABLE; I STOWED THE SPD BRAKES AND CALLED FOR A GAR. THE FO RESPONDED CORRECTLY WITH PITCH AND PWR; FLAPS 20 DEGS; POSITIVE RATE; GEAR UP. MOVING THE FLAP HANDLE; I NOTED THAT THE FLAPS HAD AUTOMATICALLY MOVED TO 25 DEGS. THE TWR HAD REQUESTED A L TURN TO 140 DEGS AND CLB TO 3000 FT. I SET THESE AND TOLD THE FO TO TURN. WE WERE CLBING AND ACCELERATING NORMALLY; BUT I WAS PRIMARILY EYES OUTSIDE FOR TFC. I ASKED THE FO TO TURN SEVERAL TIMES; AND AS HE FINALLY DID; WE WERE ACCELERATING QUICKLY AT ABOUT 1700 FT AND I TOLD HIM SEVERAL TIMES TO PULL THE NOSE UP. DISCUSSING THE EVENT LATER; HE RPTED FIGHTING THE AUTOTHROTTLES AND BEING CONCERNED ABOUT BEING SLOW. WE HAD MISSED THE 'SET SPD' STEP AND THE THROTTLES WERE SEEKING APCH SPD. I WAS CONCERNED ABOUT OUR ACCELERATION AND A FLAP OVERSPEED. WE FINALLY GOT CLEANED UP AT 240 KIAS AND 3000 FT AND WERE TURNED IN FOR ANOTHER VISUAL; NOW TO RWY XX. THE FO CALLED IT IN SIGHT AND I TOLD HIM TO SLOW WITH THE SPD BRAKES BECAUSE WE WERE FAST AND WOULD BE HIGH. I THOUGHT HE WAS STILL ENGROSSED IN THE GAR. I TOOK THE AIRPLANE AND LANDED UNEVENTFULLY ON RWY XX TO AVOID A SECOND GAR. AFTER PARKING AT THE GATE; WE CALLED MAINT TO RPT A FLAP OVERSPEED. I WAS NOT CERTAIN OF THE DEGREE OF OVERSPEED AND MAINT SAID THEY WOULD DOWNLOAD THE DATA. A LOG ENTRY WAS MADE SIMPLY STATING A FLAP OVERSPEED DURING GAR. IN RETROSPECT; I WAS SLIGHTLY DISTR AND DID NOT MONITOR CLOSELY ENOUGH THE FO'S INITIAL DSCNT TO THE RWY. I WAS PROBABLY TOO SUBTLE AND SHOULD HAVE SIMPLY SAID YOU ARE HIGH AND FAST; INSTEAD OF YOU ARE AT 5000 FT AND 10 MI. I HAVE HAD TO FREQUENTLY USE THE SPOILERS WITH THE GEAR AND FLAPS AT 25 DEGS AND EVEN 30 DEGS TO DEAL WITH SLAM-DUNKS. HE IS AN EXPERIENCED FO; BUT HE WAS NOT COMFORTABLE WITH THIS AND I SHOULD NOT HAVE PUSHED HIM. I DID NOT MONITOR CLOSELY ENOUGH THE MECHS OF THE GAR; AND WILL NEED TO DO THIS; MISSING A STEP WHICH CAUSED WAY MORE CONFUSION THAN IT SHOULD HAVE. I SHOULD HAVE TAKEN THE ACFT SOONER; ESPECIALLY WHEN HE DID NOT RESPOND QUICKLY TO PULLING UP THE NOSE. I SHOULD HAVE HAD THE POSSIBILITY OF THE RWY XXL HOLD/SHORT IN THE BRIEFING; INSTEAD OF ASSUMING THE NORMAL RWY. I TAKE THE FLAP OVERSPEED PROB VERY SERIOUSLY AND HAVE WORKED HARD TO AVOID HAVING ONE; GIVEN THE DIFFICULTIES IT GENERATES TO PAX AND COST TO THE COMPANY. FLT DATA LATER REVEALED A 7 KIAS OVERSPEED AT FLAPS 30 DEGS; WITH NO MAINT REQUIRED; SO I CONSIDER MYSELF LUCKY. I LATER DISCUSSED WITH THE FO BEING TRULY PREPARED FOR A GAR ON EVERY APCH. I ALSO FULLY APPRECIATE THAT I AM FULLY RESPONSIBLE AND NEED TO TAKE THE ACFT OR INTERVENE MORE FORCEFULLY IN A SITUATION SUCH AS THIS. I AM ALSO AWARE OF THE POTENTIAL PROB OF A GAR WITH A LAND/HOLD SHORT RESTR AND SHOULD NOT HAVE ALLOWED ANY CONTINUATION ON FINAL WITH ANYTHING LESS THAN A VERY NORMAL PROFILE.