Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP)
Distraction; Time Pressure
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
General None Reported / Taken
Environment - Non Weather Related; Human Factors
Some background; I am a new Captain; and this pairing I was flying with a First Officer (FO) [for whom] this was his second trip off IOE and had not flown for 30 days. I was the pilot monitoring; and the FO was the pilot flying. Descending into the airport we were assigned an RNAV approach. The FO did a good job setting up for the approach and giving the brief. We discussed some of the things about the approach including what to setup in the box and what needs to be done on the Mode Control Panel while we are flying the approach. There was lots of traffic in the area and the Controller turned us on the downwind a little early to avoid traffic that just had gone around. As we proceeded the Controller then vectored us on base and then on a 120 degree heading to intercept the approach coarse. We were also cleared down to 1;500 feet MSL and instructed to hold that altitude until established. The FO was slowing down and getting the aircraft configured prior to the FAF. As the aircraft approached 2 miles from the FAF we were flaps 5; the LNAV course just captured and we were level at 1;500 feet. I just finished checking in with Tower and got our landing clearance when the FO called 'below 200 flaps 15.' I did not verify the Gear was down; like I normally do and selected the flaps to 15 at which time the gear horn went off. It caught us both off guard; but I immediately selected a lower flap setting to quiet the horn and selected the gear down. The FO then called for the remaining flaps on schedule. While we were lowering the flaps the FO noticed that we just passed the FAF and the aircraft was not descending. The reason was he had not set the altitude window to the DA when cleared for the approach; and I had not noticed it because of the communication with Tower followed by the gear horn. Once he realized it he clicked off the autopilot and started the descent. I immediately set the altitude window to the correct altitude. As I glanced up I notice he had just passed through 1;000 feet MSL and was at 1;400 feet VS and reducing. As I mentioned the VS and was considering a go-around he was at 1;000 feet VS and on path so we proceeded. The landing was uneventful and on speed within the touch down zone.New as a Captain; new First Officer; his second trip off IOE and 30 days between trips.I let the FO land the next landing and fly the approach. We made sure that it was well briefed and I have added in my approach to landing brief about go-arounds; because the more I think about it we should just have done a go-around.
Given heading 120 at 1500 feet to land XL just outside the FAF in ZZZ. Slowing down and configuring the aircraft I called for flaps 15 before calling for the gear. Gear horn sounded; Captain initially brought flaps back to 5 and I called for gear. Got configured for landing at FAF. Shortly after crossing the FAF noticed the plane wasn't descending; disconnected the autopilot and began a descent; initially a little too abrupt; noticed about 1;400 feet per minute descent. Became stable at 800 feet; continued and landed without issues.New to the plane; and a long break in between flights; 30 days since my last flight. The gear horn disoriented us enough to miss the altitude still set at 1;500 and not the DA.Configure earlier and be sure to call for gear before calling for flaps 15. Continue to scan; keep situational awareness.
Air Carrier flight crew reported flying an unstabilized approach. First Officer was the Pilot Flying and had not flown in 30 days.