Narrative:

Last night we were flying into montreal; canada. During the release brief; the captain went over notams for montreal and mentioned the ILS 6L was out of service due to construction. After briefing the weather; we knew there would be possible icing conditions; and the runways could be slick due to snow and ice. Both 6L and 6R were reporting codes of 444. After looking at the runways; we still wanted to use 6L since it was the longer runway; and we were close to a full passenger airplane. Knowing these conditions we decided to plan on the RNAV 6L approach.flying into czul we were assigned the carter 3 arrival landing 6L and 6R. We were cleared to down to cross and maintain 10;000 feet at ebdot. After crossing the fix as we were assigned to do; ATC cleared us direct to I believe peklo; down to 4;000 and to maintain 250 kts. We were told to expect 6L RNAV like we had planned. As we were trying to get down; we were cleared to join the 6L final approach course. By this point we had flaps 1 in and about to drop the gear to slow down. We were then cleared for the approach and to maintain 3;000 till established. Flaps 2; and 3 were put in and we armed the approach setting 500 for the LNAV/VNAV minimums. The gp then started to drop down and we descended on the approach. We noticed the gp was still quite a bit below us and started to realize we might have to go around. ATC asked us if we were doing okay; due to the fact we looked high on the approach. Since I was flying; the captain answered back we might have to go around due to possibly not meeting the 1;000 configured requirement. Approach acknowledged and passed us off to tower. By this point we had reached about 1;500 feet AGL and picked up a little bit of a headwind which slowed us down. We had popped out of the clouds; had visual contact with the runway; we were on gp; and I called for flaps 5. The only thing I noticed was I saw 4 red on the papis. The captain checked in with tower and said things were coming together and we could land. Tower then cleared us to land. I pointed out the 4 red papis to him and he agreed we were low; so I disconnected the ap and tried to level off. We never got an egpws warning. As we passed through 1;000 we were configured; and at 500 we saw 2 white; 2 red papis with a 800 FPM descent rate. The captain called stable and we made the landing.on the bus to the hotel; I was rereading the release and the notams. What happened is the runway was under construction and they displaced the threshold 3;000 feet. In doing so; that's why the ILS 6L was out of service. Reading more of the notams; one also said the LNAV/VNAV minimums were not authorized either due to a not valid descent angle. That NOTAM was skipped on our brief. Since we followed it down; that's why when we popped out of the clouds we saw 4 red on the papis. Again; we still met the 1;000 configured and 500 stable criteria which lead to a safe landing.what we should have done is to ask ATC to start slowing down sooner due to the shortcut they gave us on the arrival. Then we should have just armed nav; and used glide path angle to get us down to an MDA. We would have broken out of the clouds with plenty of time to make any adjustments and make a smoother approach.what I learned from this is to double check notams during our release briefing; and to go over them again during the approach briefing. Also; when flying into an unfamiliar airport; to slow down and make sure everything is set the way I want it to be. Finally; when we realized the gp was below us and something didn't feel right; we can always go around.

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Original NASA ASRS Text

Title: Air carrier First Officer reported experiencing an unstabilized approach to CZUL airport.

Narrative: Last night we were flying into Montreal; Canada. During the release brief; the Captain went over NOTAMs for Montreal and mentioned the ILS 6L was out of service due to construction. After briefing the weather; we knew there would be possible icing conditions; and the runways could be slick due to snow and ice. Both 6L and 6R were reporting codes of 444. After looking at the runways; we still wanted to use 6L since it was the longer runway; and we were close to a full passenger airplane. Knowing these conditions we decided to plan on the RNAV 6L approach.Flying into CZUL we were assigned the Carter 3 arrival landing 6L and 6R. We were cleared to down to cross and maintain 10;000 feet at EBDOT. After crossing the fix as we were assigned to do; ATC cleared us direct to I believe PEKLO; down to 4;000 and to maintain 250 kts. We were told to expect 6L RNAV like we had planned. As we were trying to get down; we were cleared to join the 6L final approach course. By this point we had flaps 1 in and about to drop the gear to slow down. We were then cleared for the approach and to maintain 3;000 till established. Flaps 2; and 3 were put in and we armed the approach setting 500 for the LNAV/VNAV minimums. The GP then started to drop down and we descended on the approach. We noticed the GP was still quite a bit below us and started to realize we might have to go around. ATC asked us if we were doing okay; due to the fact we looked high on the approach. Since I was flying; the Captain answered back we might have to go around due to possibly not meeting the 1;000 configured requirement. Approach acknowledged and passed us off to Tower. By this point we had reached about 1;500 feet AGL and picked up a little bit of a headwind which slowed us down. We had popped out of the clouds; had visual contact with the runway; we were on GP; and I called for flaps 5. The only thing I noticed was I saw 4 red on the PAPIs. The Captain checked in with Tower and said things were coming together and we could land. Tower then cleared us to land. I pointed out the 4 red PAPIs to him and he agreed we were low; so I disconnected the AP and tried to level off. We never got an EGPWS warning. As we passed through 1;000 we were configured; and at 500 we saw 2 white; 2 red PAPIs with a 800 FPM descent rate. The Captain called stable and we made the landing.On the bus to the hotel; I was rereading the release and the NOTAMs. What happened is the runway was under construction and they displaced the threshold 3;000 feet. In doing so; that's why the ILS 6L was out of service. Reading more of the NOTAMs; one also said the LNAV/VNAV minimums were not authorized either due to a not valid descent angle. That NOTAM was skipped on our brief. Since we followed it down; that's why when we popped out of the clouds we saw 4 red on the PAPIs. Again; we still met the 1;000 configured and 500 stable criteria which lead to a safe landing.What we should have done is to ask ATC to start slowing down sooner due to the shortcut they gave us on the arrival. Then we should have just armed Nav; and used glide path angle to get us down to an MDA. We would have broken out of the clouds with plenty of time to make any adjustments and make a smoother approach.What I learned from this is to double check NOTAMs during our release briefing; and to go over them again during the approach briefing. Also; when flying into an unfamiliar airport; to slow down and make sure everything is set the way I want it to be. Finally; when we realized the GP was below us and something didn't feel right; we can always 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.