A320 Flight Crew Reports missing a crossing restriction during the HYPER arrival to IAD then having an unstabilized approach during a circle to land Runway 30 from the ILS 1R.
Synopsis
A320 Flight Crew Reports missing a crossing restriction during the HYPER arrival to IAD then having an unstabilized approach during a circle to land Runway 30 from the ILS 1R.
Narrative
On the descent into IAD; we were cleared to descend via the HYPER arrival. Approaching MOWAT; we were still at 7000 feet and should have been descending to 5000 as published. We told the controller that we probably could not make that. He replied; 'No problem; just give me your best rate down'; which we did. This was my error and mine alone. Some extenuating circumstances that contributed to the distraction were: 1. Winds were out of the west at 30G36 2. Approach was to be ILS 1R circle to land Runway 30 3. I had actually picked up this trip because I was feeling 'non-current' and was to be only my third approach of the month. (Had even tried to pick up trips over Thanksgiving; but was unsuccessful). I was trying to focus on the winds and circling; but should not have let that impact flying the arrival. No excuses; I still should have started down sooner. During the approach; we had originally planned flaps 3 and a 1R landing due to the high crosswinds. When that was changed to Runway 30; I decided to go back to flaps full. I did keep the flaps at 3 for much of the circle and did not call for flaps full until approaching 500 feet (weather was clear below 5000 feet so visual conditions applied). I leveled off to ensure they would be down and locked before 500; but may have momentarily dipped below; so I cannot say for sure. I can say that considering the high winds; the circling approach; and that we were on speed and on profile within seconds of 500 feet; I felt landing was the appropriate thing to do.
Second reporter narrative
We were assigned the ILS 1R circle to land 30 with Potomac Approach. The Captain briefed the visual to 1R prior to the circling approach being assigned. I set up the FMGC by hard tuning the ILS frequency on the NAVRAD page and then put Runway 30 in the box for the landing runway with a 5 mile CF point. I also entered MOSBY and the FAF before cleaning up the box. We had both the glidepath and a doughnut displayed on the PFD at this point. Approach requested that we keep our speed at 170 kts as long as possible and maintain the LOC course until turning final to 30. Once we were established on the ILS approach; I cleared out the ILS fixes leaving the CF and Runway 30. The winds were very gusty and at 170 knots; flaps 2 and gear down the Captain repeatedly used speedbrakes to keep the speed within 10 knots of 170. At approximately 1000 feet we went flaps 3 and speed 150. Again the speed was fluctuating +/- 10 kts. We were both looking outside for the PAPI to 30. Inside 500 feet we spotted the PAPI's as the Captain began his turn to final. At this point we were not on a stabilized approach. At approx 300 feet; the Captain called for managed speed and flaps full. At this point I noticed our airspeed was 20 kts above Approach speed and I said we are 20 knots fast. The airspeed was showing a decreasing arrow so I didn't say go around. As we continued towards landing; the airspeed decreased and we landed in the touchdown zone on speed. The combination of gusty winds and late configuration caused us to be unstable on the approach. In hindsight; a go-around would have been the correct call.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.