Narrative:

May have briefly exceeded the stabilized approach guidelines during a night visual. It's the normal story of small events leading to a rushed approach. It resulted in no GPWS warning of any kind, all checklists were completed in a timely fashion and the touchdown, while quite firm (resulting in one humorous comment from one flight attendant) was in the right place, on center with no draft, etc. I was preoccupied with watching the PAPI and keeping a mental note of terrain when the automatic 500 ft call occurred, somewhat earlier than I expected (no GS on runway 20). I have a very limited comfort zone and this situation violated it -- I did not want to do a 360 degree turn over the black sea earlier on and was strongly advocating s-turns to the PF (and advised ATC there was no other traffic) but the PF really did not respond with any meaningful turns (just token ones). I decided that overflying the airport with left traffic was a certain, safe course of action. When I looked at our position shortly after the 500 ft call we were on profile, configured but I did not check the speed until 300 ft where it was target +2, sink was 600 FPM, the picture looked good. After landing, I decided that this whole event was, of course, preventable with the field overflt and I should have taken the airplane around myself since the PF was so focused on that runway. It has been a long time since I had to do that. I had flown with this first officer the previous month and the landing/flare skills were not great as I saw them. The light winds, good WX was one reason I felt that she could do ok. Debriefed. Still this was a red flag. Other skills to the flare are very good. I take great pains and brief my intense desire to avoid such corners. This should never even come close to happening. I should/nobody should ever be uncomfortable.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLT CREW OF B767 EXPERIENCE UNSTABILIZED VISUAL APCH TO RWY 20 AT PHOG. CAPT ELECTS NOT TO INTERVENE WITH PF.

Narrative: MAY HAVE BRIEFLY EXCEEDED THE STABILIZED APCH GUIDELINES DURING A NIGHT VISUAL. IT'S THE NORMAL STORY OF SMALL EVENTS LEADING TO A RUSHED APCH. IT RESULTED IN NO GPWS WARNING OF ANY KIND, ALL CHKLISTS WERE COMPLETED IN A TIMELY FASHION AND THE TOUCHDOWN, WHILE QUITE FIRM (RESULTING IN ONE HUMOROUS COMMENT FROM ONE FLT ATTENDANT) WAS IN THE RIGHT PLACE, ON CTR WITH NO DRAFT, ETC. I WAS PREOCCUPIED WITH WATCHING THE PAPI AND KEEPING A MENTAL NOTE OF TERRAIN WHEN THE AUTO 500 FT CALL OCCURRED, SOMEWHAT EARLIER THAN I EXPECTED (NO GS ON RWY 20). I HAVE A VERY LIMITED COMFORT ZONE AND THIS SIT VIOLATED IT -- I DID NOT WANT TO DO A 360 DEG TURN OVER THE BLACK SEA EARLIER ON AND WAS STRONGLY ADVOCATING S-TURNS TO THE PF (AND ADVISED ATC THERE WAS NO OTHER TFC) BUT THE PF REALLY DID NOT RESPOND WITH ANY MEANINGFUL TURNS (JUST TOKEN ONES). I DECIDED THAT OVERFLYING THE ARPT WITH L TFC WAS A CERTAIN, SAFE COURSE OF ACTION. WHEN I LOOKED AT OUR POS SHORTLY AFTER THE 500 FT CALL WE WERE ON PROFILE, CONFIGURED BUT I DID NOT CHK THE SPD UNTIL 300 FT WHERE IT WAS TARGET +2, SINK WAS 600 FPM, THE PICTURE LOOKED GOOD. AFTER LNDG, I DECIDED THAT THIS WHOLE EVENT WAS, OF COURSE, PREVENTABLE WITH THE FIELD OVERFLT AND I SHOULD HAVE TAKEN THE AIRPLANE AROUND MYSELF SINCE THE PF WAS SO FOCUSED ON THAT RWY. IT HAS BEEN A LONG TIME SINCE I HAD TO DO THAT. I HAD FLOWN WITH THIS FO THE PREVIOUS MONTH AND THE LNDG/FLARE SKILLS WERE NOT GREAT AS I SAW THEM. THE LIGHT WINDS, GOOD WX WAS ONE REASON I FELT THAT SHE COULD DO OK. DEBRIEFED. STILL THIS WAS A RED FLAG. OTHER SKILLS TO THE FLARE ARE VERY GOOD. I TAKE GREAT PAINS AND BRIEF MY INTENSE DESIRE TO AVOID SUCH CORNERS. THIS SHOULD NEVER EVEN COME CLOSE TO HAPPENING. I SHOULD/NOBODY SHOULD EVER BE UNCOMFORTABLE.

Data retrieved from NASA's ASRS site as of July 2007 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.