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this report to ASRS got behind
the count and learned that
some situations require help
from the bench.
A loyal fan submitted this report to ASRS when he
noticed a disorienting change in the Callback
layout.

I would like to relate a scary experience with an
aeromedical problem known as “pagination
vertigo.” I have been a Callback reader since the
beginning. Like thousands of other pilots, I have
gotten used to seeing the latest issue tacked up on
the airport bulletin board. After reading the first
page, you simply pull up a bottom corner and read
the backside. It has always been that way. Like
pushing the left rudder pedal and the plane goes
left. You could count on it. Then the December 2002
Issue arrived. Luckily, I was sitting at my desk
when I opened it. I read the first page, grasped the
lower right corner, and pulled it up. An intense case
of vertigo swept over me as the text appeared upside
down! Fortunately, I was able to avert my gaze and
avoid a fall to the floor from three feet AGL. A
standby attitude indicator would have helped.
Oops! Our Error
Replacement of a faulty gyro at the printer has
corrected the back page unusual attitude problem.
CCAALLLLBBAACCKK From NASA's Aviation Safety Reporting System
Number 284 May 2003
The Case of the Unstable Approach
FAA Order 8400.10
defines a stabilized
approach as
“maintaining a stable
speed, descent rate,
vertical flight path, and
configuration during the
final stages of an
approach.” Significant
speed and configuration
changes during an
approach can
complicate tasks
associated with aircraft
control and increase the
difficulty of evaluating an approach as it
progresses. The evidence presented in these recent
ASRS reports demonstrates that instability is no
defense when an approach goes bad.
The Hold Up
Air Traffic Controllers play an important role in the
stabilized approach concept. Appropriate vectors and
traffic sequencing help ensure that approach parameters
can be met. But, as this B757 crew pointed out,
Controllers also need to be aware of the unique flight
characteristics of some aircraft.
■ Approach assigned us Runway 32L for landing and
then held us up high and fast (210 kts/6000 feet). Finally,
we received approach clearance for a visual with a turn
inside the marker. We told Approach that we were unable
to accept because we could not make it down and meet
company requirements for a stabilized approach. We asked
for an extended downwind but then were told (after a
handoff) that we were now cleared for a visual to Runway
32R…. We were high and fast all the way and landed long
on Runway 32R (but on speed)…. It was uncomfortable
being in a situation that didn’t meet our company
standards for a stabilized approach below 1,000 feet
AGL….
Lessons learned: 1) We should have gone around and not
accepted the set-up. 2) Approach facilities need to be
educated about the capabilities of [various aircraft]. Some
can’t get down and slow up as quickly as others…. You
have to plan ahead. 3) Recognize the importance of a
stabilized approach. [Final approach] is not the time to be
changing runways, working the FMC, configuring the
aircraft, etc.
[We] called Approach Control after landing, voiced [our]
concerns about how we were handled…and re-emphasized
the importance of a stabilized approach.
The Chase
Although this Captain did manage to catch up to the
aircraft and land without incident, a clean getaway and
fresh start might have been a wiser course of action.
■ [We] left the holding pattern with vectors for the ILS to
Runway 9L. The assigned speed was 210 knots. After a
change of controllers, the runway was changed to 9R, and
then changed back again to 9L with a speed of 180 knots
assigned to the marker. All the Air Traffic Control (ATC)
changes with multiple radio transmissions led to a rushed
environment. I got behind the airplane and situational
awareness was compromised. We were fast at the marker
and the autoflight system missed the glideslope capture. I
attempted to hand fly the ILS with the flight director
input, but the information presented was incorrect and I
had to “look through” the flight director information and
fly a raw data approach…. I caught up to the aircraft at
approximately 500 feet with the runway in sight and the
landing was made in the touchdown zone. The standard
operating procedure for the stabilized approach concept
　
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