EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 3000
Situational Awareness; Communication Breakdown; Human-Machine Interface
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Human Factors; Aircraft
Going into ORD on the VEECK3 arrival; we entered the expected runway of 28C into the FMS and briefed that approach. Soon after that; ATC changed our arrival to the WATSN3 and we entered runway 27L into the FMS and briefed that approach. When we got closer and were given a heading to intercept the localizer to runway 27L we had an FMS problem that we didn't understand and requested to be vectored off course to fix it. Somehow 28C approach was still in the FMS even though I could have sworn that we had verified 27L. I got 27L loaded properly and ATC gave us a vector to intercept; which we did. They were using the 27L LOC only during visual conditions this day and we had earlier briefed the approach and how to fly it.Once we were cleared for the 27L LOC approach; the FO (First Officer) who was the pilot flying enter the FAF altitude of 2200 ft and we descended with the GP while still in VNAV; and we monitored each fix as we descended. This was a visual day and we decided that staying in VNAV was fine. We had briefed that she would hand fly from the FAF to landing and make sure we were in path mode so that the aircraft would not try to climb as we set the go around altitude. Approaching the FAF she reached up and selected FPA (Flight Path Adjust) but I didn't notice that we still had 2200 ft set. The aircraft leveled off and I instantly told her to keep it coming down; as I knew exactly what had happened. The FO seemed very confused and disconnected the autopilot at that time but did not keep descending fast enough to regain the GP. I tried to verbally help her but she was not following and seemed way behind the aircraft. I considered telling her we needed to go around; but that didn't seem very appealing either because she seemed quite flustered and behind the aircraft. I told her that 'I have the controls' and she responded appropriately and assumed the PM duties. I felt that I could still get us on path and be stable in time. At 1;000 ft AGL we selected flaps 5. Reaching 500 ft AGL we were still about 15 kts above app speed with the thrust levers still at idle power; and I was considering doing a go around; but I felt 100 percent sure of an easy and good landing on this visual day. I didn't feel as comfortable about going around; as per the SOP; with my FO being flustered as she was and having just changed to PM duties. We were on speed at 300 ft with the thrust levers spooled up and I continued to a safe and good landing.I should have monitored the approach more closely and should have let her just continue as PF and execute the missed approach.
ERJ-175 Captain reported that he assumed control of the aircraft during an unstable approach; and continued the approach instead of going around.