Narrative:

We were on the visual to runway xx in VMC conditions in ZZZ and given a base turn with speed at our discretion. They asked us if we had the airport in sight; which we did; so they cleared us for the visual approach. At this point; we were high; and tower asked us if we were going to 'make it' down. I said 'yes' and we began to descend; albeit very slowly. I advised my first officer; the flying pilot; to click off the autopilot and hand-fly. We got configured for flaps full and ran the before landing checklist. When we turned final; perhaps around 500 feet AGL; we were still high and got pushed slightly off the centerline by the wind. Then we got a 'high speed' aural warning (approximately four or five aural warnings before we were out of the red); reaching 171 knots; which is 6 knots faster than the limitation. While descending; we also got two 'sink rates'; one around 40-50' and the other around 30'. The runway was assured; and we touched down in the touchdown zone; clearing runway xx at taxiway a. In retrospect; I should have called for a go around after we turned final; realizing that we were still too high and not stable. As the pilot monitoring; it is my duty to alert the pilot flying of a situation where I think that a missed approach should be executed. As a captain; I need to be more proactive in calling for a go around even if it is in an airport with such heavily prohibited areas.

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Original NASA ASRS Text

Title: EMB175 Captain reported failure to follow procedure for an unstabilized approach.

Narrative: We were on the visual to Runway XX in VMC conditions in ZZZ and given a base turn with speed at our discretion. They asked us if we had the airport in sight; which we did; so they cleared us for the visual approach. At this point; we were high; and Tower asked us if we were going to 'make it' down. I said 'yes' and we began to descend; albeit very slowly. I advised my First Officer; the Flying Pilot; to click off the autopilot and hand-fly. We got configured for flaps full and ran the before landing checklist. When we turned final; perhaps around 500 feet AGL; we were still high and got pushed slightly off the centerline by the wind. Then we got a 'HIGH SPEED' aural warning (approximately four or five aural warnings before we were out of the red); reaching 171 knots; which is 6 knots faster than the limitation. While descending; we also got two 'SINK RATES'; one around 40-50' and the other around 30'. The runway was assured; and we touched down in the touchdown zone; clearing Runway XX at Taxiway A. In retrospect; I should have called for a go around after we turned final; realizing that we were still too high and not stable. As the Pilot Monitoring; it is my duty to alert the Pilot Flying of a situation where I think that a missed approach should be executed. As a Captain; I need to be more proactive in calling for a go around even if it is in an airport with such heavily prohibited areas.

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.