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Flight crew became distracted by traffic ahead on final approach and did not finish completing the final flaps configuration until just before touchdown.
| Attributes | |
| ACN | 1320030 |
| Time | |
| Date | 201512 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | IMC |
| Light | Dawn |
| Aircraft 1 | |
| Make Model Name | Medium Large Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Deviation - Speed All Types Inflight Event / Encounter Unstabilized Approach |
Narrative:
On approach to runway 22; we were IMC; an ILS and the first officer (first officer) was flying. We had sps and an approach speed of roughly 153 with the gust. ATC had put us close behind a flight and we discussed the possibility of the go-around. The first officer configured for flaps 3; gear down. We did the approach checklist to the line. Then I heard tower clear another flight to depart off of runway 31. Then we discussed that it appeared that he had landed and the runway would be clear. During that; I lost my place and forgot that we had not put in flaps 5 or run 'below the line'. We passed 1000 feet; then 500 feet and then heard 'too low flaps'. I immediately noticed that we were not in flaps 5. I made the poor decision to not go around; but to move the flaps to position 5. At the same time I believe I heard the first officer call flaps 5. I verified flaps 5 before landing. In my brain; I had made the decision to call a go-around if we were not configured before landing. We ended up configured before landing; before 200 feet I believe.we landed with no incident.both the first officer and I discussed afterwards that we had noticed the stall speed indication was higher than 'normal' but I was attributing it to gusting winds and the sps configuration.
Original NASA ASRS Text
Title: Flight crew became distracted by traffic ahead on final approach and did not finish completing the final flaps configuration until just before touchdown.
Narrative: On approach to Runway 22; we were IMC; an ILS and the First Officer (FO) was flying. We had SPS and an approach speed of roughly 153 with the gust. ATC had put us close behind a flight and we discussed the possibility of the go-around. The FO configured for flaps 3; gear down. We did the approach checklist to the line. Then I heard tower clear another flight to depart off of Runway 31. Then we discussed that it appeared that he had landed and the runway would be clear. During that; I lost my place and forgot that we had not put in FLAPS 5 or run 'below the line'. We passed 1000 feet; then 500 feet and then heard 'TOO LOW FLAPS'. I immediately noticed that we were not in FLAPS 5. I made the poor decision to not GO AROUND; but to move the flaps to position 5. At the same time I believe I heard the FO call FLAPS 5. I verified FLAPS 5 before landing. In my brain; I had made the decision to call a go-around if we were not configured before landing. We ended up configured before landing; before 200 feet I believe.We landed with no incident.Both the FO and I discussed afterwards that we had noticed the stall speed indication was higher than 'normal' but I was attributing it to gusting winds and the SPS configuration.
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.