Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 50; Flight Crew Type 50
Human-Machine Interface; Time Pressure
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation - Track / Heading All Types; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Human Factors; Procedure
Our flight received a vector and a descent from Approach that resulted in overshooting the localizer; XXL at ZZZ. The aircraft was configured with flaps 20; airspeed set to 180 knots and we were between 4000-5000 about 15 miles out. I was uncertain what the aircraft would do in an overshoot situation and felt that we were still high energy. Not knowing the way the aircraft would react distracted me from the fact that speedbrakes were out and I was in FLCH. And we were descending to the cleared altitude; so I may have unintentionally guarded the throttles at idle. Other crew members alerted me to subsequent airspeed decay followed shortly by the stick shaker. I immediately selected close to max power briefly and the altitude quickly rose to between 500-1000 above cleared altitude. I disengaged the [autopilot] and recovered the aircraft to stable conditions and recaptured the localizer and glideslope. The remainder of the approach was hand flown. Landing flaps were selected; the landing checklist was completed and the aircraft was landed without further incident.
Everything was going great on the way home to ZZZ and the First Officer's performance was above average in most areas; despite his returning from an absence from airline flying. He had thoroughly briefed the arrival and landing to XXL in ZZZ. While being vectored to a position about 17 NM north of the airport he became uneasy and was concerned that we were getting in too close. We were descending to 5;000 feet in FLCH with a speed of 180 knots and configured at flaps 15. When the controller turned us to a heading of 100 degrees for a close base; he called for flaps 20 and pulled full speed brakes. We got a late turn to 170 degrees to join and we were in a hard turn to the right with LOC captured; autopilot on; when we got slow. One reason for the late turn was I didn't hear the assigned heading and needed it repeated.I had observed him pull the throttles back earlier and I believe he unconsciously pulled them back and held them at idle against the servos. He seemed stressed about the turn and being high. In reality; we were about 15 miles out at 5;000. This resulted in a rapid airspeed decrease as we leveled. The bank angle was near 30 degrees with full speed brakes. I was surprised at how quickly we got into the airspeed red and the stick shaker activated. I yelled for pitch and thrust; get the nose down (push; roll; thrust; stabilize would have been better). He clicked off the autopilot and as the power came up he failed to control the aircraft's pitch and we quickly climbed to 6;000. He didn't seem to have situation awareness of airspeed and altitude as he attempted to recover. When the controller asked about our altitude I said we had an autopilot problem and were okay. She cleared us to 4;000 and we joined the glideslope and made a normal approach to the runway. He settled down and flew a nice approach to a great landing on XXL. The controller did not mention our altitude excursion again.We did a thorough debrief and each pilot had input as to what they saw. The relief pilots were fully engaged and offered good support during the event.
Boeing 787 flight crew reported pilot approach procedural errors coupled with late ATC final vector heading resulted in speed and altitude deviations.