2009-07 · NASA ASRS report 845040
After entering holding at New Delhi to allow for a runway change a B777 crew was quickly cleared toward the airport on a vector followed by two different runway assignments and three frequency changes. A stabilized approach became uncertain therefore; a go-around was performed to verify the clearance and return for a stable approach.
Captain flying; all four pilots in the cockpit. During initial descent into New Delhi; we obtained the current ATIS; which indicated Runway 29 in use for landing. We selected the approach from the FMC database; and setup and briefed the approach. As we continued on course; we were instructed to slow to minimum clean airspeed and continued descent to FL150. A few minutes later we were instructed to hold at present position; left turns. We were about 20-25NM northwest of the airport. The Captain started a left turn and the First Officer simultaneously setup the holding pattern in the FMC. Realizing that no EFC time had been given; we requested one. After a short 'standby' delay we instead received an initial vector out of the holding pattern. Suspecting a possible runway change at the airport; we got a new ATIS; which indicated Runway 11 in use. A slight tailwind was indicated; but was well within operational limits. We setup and briefed the ILS Runway 11. After a couple of 1000 foot step down descents; we received clearance to descent to 2600 FT with no speed restriction. The Captain expedited the descent since we were very close to the airport for an east landing. After continued vectoring; we were assigned a heading to intercept; to report localizer established; and contact Tower. On the intercept heading; the localizer for Runway 11 was active; but the glideslope was not. The weather was VMC and visibility was excellent. The Captain turned to intercept the Runway 11 localizer the First Officer called Tower and reported that we were 8 miles out for Runway 11. Tower Controller responded cleared to land and that our assigned Runway was 10; and to contact Tower on a different frequency. The Captain started a left turn to align with Runway 10; while the First Officer contacted Tower on the new frequency; and selected ILS Runway 10 in the FMC. I obtained a new ATIS; and after a brief period of 'dead air' a new broadcast began. It was a new ATIS; but was also designated the same as the last one; but now indicated Runway 10 in use. As the Captain aligned with Runway 10; the Controller stated that we were cleared for Runway 10 only and to return to the original frequency. By this time we were slightly high on the approach; and a stabilized approach looked doubtful at best. We all had an uneasy feeling about what other traffic (both takeoff and landing) might be doing and what ATC was doing with the multiple frequency changes. The Captain elected to go around. We informed the Tower and were assigned runway heading to 2600 FT. The Captain slightly overshot the level off at 2600 FT but we were cleared to 5500 FT almost immediately. There were no traffic conflicts or TCAS alerts during the approach maneuvering. We were vectored back to an uneventful landing on Runway 10. In retrospect; it appears that when tower directed us to switch to the second frequency he may have been handing us off to the Controller for Runway 11 (since we were aligned for that runway). This was not at all clear at the time; and the 'cleared to land' and 'assigned Runway 10 only' comments indicating to us that we were expected to land on Runway 10 instead of Runway 11. One of the Controller transmissions seemed more editorial and/or accusatory; and our phase of flight didn't lend itself to an extended dialog; so the go around seemed the prudent course or action.
I heard the Captain and I believe the Relief Pilot say go around as we started to climb. I was clearing the area visually as I was switching to departure and assisting in the go-around.
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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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