Regional Jet 200 ER/LR (CRJ200)
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Time Pressure; Situational Awareness
Deviation / Discrepancy - Procedural Other / Unknown
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Procedure; Human Factors
[We were] descending via the RNAV arrival at 1;800 feet per minute passing through 5;000 feet to descend and maintain 4;000 feet at 210 knots. Two aircraft ahead were also approaching for the Visual Approach while on a different arrival from the southwest. ATC assigned 'Speed 180 knots' cueing that we would follow in trail of the other two traffic. Pilot Flying decreased the descent rate to 800 feet per minute and used spoilers to slow; stored the spoilers; called flaps 20; and maintained 180 knots. ATC assigned 'Heading 360' and the other traffic to slow. Indicating [we] would now cut between the traffic while still at 4;000 feet. [We] were assigned heading 070; cleared the Visual Approach; maintain 180 knots until ZZZZZ and contact tower there. Pilot Flying immediately disconnected the auto pilot; called for the gear; and descended. ATC then changed clearance and assigned 'Speed 210' while approaching within 3 miles of the Final Approach Fix. At 1;000 feet; the gear was down; Flaps 30; and slowing for Flaps 45. Around 800 feet the Pilot Flying called Flaps 45. At 500 ft; the aircraft was on speed; configured and within company standards. We landed at the beginning of the touchdown zone and exited at the first high speed taxiway.[Our] approach occurred due to lack of planning by Final Approach Control when changing the order of landing traffic last minute creating a short approach and increase speed by 30 knots approaching the Final Approach Fix. Pilot Flying and Pilot Monitoring achieved a stabilized Visual Approach by disconnecting the auto pilot; lowering the gear early; descending within 1;500 feet per minute until Minimum Descent Altitude; and meet company approach criteria by 500 feet. A go-around was considered although not the best option because fuel on board was 2;900 lbs and returned to the gate at 2;700 lbs. A go-around would be very close to the minimum envelope of 1;500 lbs. ATC should consider the effect of changing the order of aircraft landing. The flight was accomplished safely thanks to the quick response of the flight crew.
A CRJ-200 First Officer reported ATC unnecessarily complicated their approach 3 miles from the Final Approach fix.