Flight Crew Air Transport Pilot (ATP)
Confusion; Distraction; Human-Machine Interface; Situational Awareness; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Human Factors; Weather
On the ILS in IMC with flaps 3 and gear down at 160 knots assigned; I encountered significant speed fluctuations and sheets of rain. The Pilot Monitoring and I got very focused on airspeed; course and path; particularly speed. We called the final approach fix; checked the altimeters and set the missed approach altitude; but I failed to call for flaps 5 or the Before Landing Checklist. We saw the runway at around 1300 feet. I did not note the failure of the pilot monitoring to call 'thousand; stabilized; cleared to land.' We continued below 500 feet with flaps set at 3. Starting at around 150 feet; we got several terrain warnings; an altitude warning and a finally a flap warning. I visually confirmed that we were not below glidepath and that there was no terrain conflict. During the warnings; the Captain took the controls. As we were touching down; the flap warning registered with me; I realized that we were misconfigured and I selected flaps 5. The central cause for me was channelized attention and tunnel vision. In the conditions; I focused insufficiently on calling for flaps 5; and the Before Landing Checklist and failed to notice the absence of a 1000 foot call. When the terrain and altitude warnings sounded I focused initially on terrain and glidepath and did not think to check the flap configuration until after the flap warning sounded. Because I misinterpreted the early warnings; I did not discover the flap problem until it was too late for me to timely call for a rejected landing. Never focus so completely on one element of the flight that other elements are ignored for extended periods of time. Redouble an emphasis on standard procedure so that no flow items or checklists are missed.
An Air Carrier pilot reported receiving a GPWS warning on short final then realized it was due to incorrect flap configuration.