Narrative:

I was pilot flying on an all night to mia. While we descended to 4;000 ft in level change mode; mia approach control initially asked our runway preference; 8R or 9. I chose 8R because I had already briefed and setup for the ILS to 8R. Approach gave us an initial heading. When approach directed a slow down because we were number five (5) for that runway; the pilot not flying conferred with me and asked if we could switch to runway 9. Approach agreed and gave clearance direct gritt; cross gritt at 3;000; cleared ILS runway 9. I set 3;000 in the MCP altitude window; typed gritt in the scratchpad and selected it to LS1; confirmed with the pilot not flying; executed; and selected LNAV direct to gritt; then on the legs page set 3;000 crossing altitude for gritt and selected VNAV with speed intervene. My next step was to select the ILS 9 with no transition in the FMC and setup for the approach. Two discontinuities appeared and I closed them; then changed to the proper frequency/course/altitude for runway 9 and amended the approach brief. Having been cleared for the approach; I selected VOR/localizer; however; once we intercepted the course; I failed to select app; and passing gritt got high on the glidepath. I realized my mistake and selected app; but the whole way down I had trouble slowing once I got on path. I finally called for flaps 30 just prior to 1;000 ft and they reached that setting shortly after the '1;000 ft' call. On proper ILS glidepath and visual glidepath; but about 15-20 KTS fast and slowing; I thought I was in a stable and safe position to land; and did so uneventfully on speed. After block in the captain checked the flaps and approach parameters in the computer: no overspeeds; but the flaps did not reach 30 until 838 ft at 173 KTS! I should have gone around. One mitigating factor: the captain told me we had a 6 knot tailwind the whole way down. I had completely dropped the wind readout on the nav display from my crosscheck.1. Have a plan and stick to it; especially at the end of an all-nighter.2. I have a habit of selecting VOR/localizer first; then app when intercepting the course. I must change to select app when cleared for an ILS approach.3. Stay ahead of the approach; so I don't start neglecting things in my instrument crosscheck.4. If not established in final configuration at 1;000 ft; go-around.

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Original NASA ASRS Text

Title: B737-800 First Officer reported being high and fast during an ILS approach; but continuing to a normal landing. Post flight reveals that the flaps did not reach 30 until below 1;000 FT at 173 KTS.

Narrative: I was pilot flying on an all night to MIA. While we descended to 4;000 FT in Level Change mode; MIA Approach Control initially asked our runway preference; 8R or 9. I chose 8R because I had already briefed and setup for the ILS to 8R. Approach gave us an initial heading. When Approach directed a slow down because we were number five (5) for that runway; the pilot not flying conferred with me and asked if we could switch to Runway 9. Approach agreed and gave clearance direct GRITT; cross GRITT at 3;000; cleared ILS Runway 9. I set 3;000 in the MCP altitude window; typed GRITT in the scratchpad and selected it to LS1; confirmed with the pilot not flying; executed; and selected LNAV direct to GRITT; then on the LEGS page set 3;000 crossing altitude for GRITT and selected VNAV with Speed Intervene. My next step was to select the ILS 9 with no transition in the FMC and setup for the approach. Two discontinuities appeared and I closed them; then changed to the proper frequency/course/altitude for Runway 9 and amended the approach brief. Having been cleared for the approach; I selected VOR/LOC; however; once we intercepted the course; I failed to select APP; and passing GRITT got high on the glidepath. I realized my mistake and selected APP; but the whole way down I had trouble slowing once I got on path. I finally called for flaps 30 just prior to 1;000 FT and they reached that setting shortly after the '1;000 FT' call. On proper ILS glidepath and visual glidepath; but about 15-20 KTS fast and slowing; I thought I was in a stable and safe position to land; and did so uneventfully on speed. After block in the Captain checked the flaps and approach parameters in the computer: no overspeeds; but the flaps did not reach 30 until 838 FT at 173 KTS! I should have gone around. One mitigating factor: the Captain told me we had a 6 knot tailwind the whole way down. I had completely dropped the wind readout on the Nav Display from my crosscheck.1. Have a plan and stick to it; especially at the end of an all-nighter.2. I have a habit of selecting VOR/LOC first; then APP when intercepting the course. I must change to select APP when cleared for an ILS approach.3. Stay ahead of the approach; so I don't start neglecting things in my instrument crosscheck.4. If not ESTABLISHED in final configuration at 1;000 FT; go-around.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.