Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Fatigue; Human-Machine Interface; Situational Awareness; Distraction; Confusion; Communication Breakdown; Training / Qualification; Workload
ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented
Aircraft; Company Policy; Human Factors; Procedure
After incurring a 1hr 30 delay out of ZZZ on the late flight we departed at XA00L to SBGR. The captain flying ANSUG 1A RNAV arrival with the ILS T 9L.  A series of directs and changes in altitude added to the confusions and task saturation.  Cleared for the approach at MARPU; speed was 190/7000 flaps 5 and cleared to descend to 5500 feet.  ATC: 'What is your heading?' AC: '150[KIAS]' ATC: 'Maintain 150.'   Confusion in the cockpit all crew members are wondering if we are still cleared for the approach or are we going through the LOC.  AC: 'Are we cleared for the approach?'  ATC: pause 'Yes maintain 150 cleared for the approach descend to 4;200 feet.' We turned at UTKET. We set 4;200 feet; Captain select FLCH; sets min bug for 15 flaps; pulls speed break handle; and calls for flaps 15.  FB: 'Way high you need gear.' Captain disconnects Autopilot. Captain: 'Gear down and flaps 20.' Then flaps 25; final flaps; sets final bug plus 5 knots. 1 dot High on glide slope at feather fully configured and on speed.  Speed breaks still deployed.  Prior 1;000 AGL it appears the brakes have been stowed.  Captain: 'We cleared to land?'  called ATC for clearance.  During transmission of landing clearance; around 800 feet AGL 'Speed break deployed' EICAS. First Officer: 'You need to restow the speed break' Captain already complying with EICAS. Check list verified.   At 500 feet; 1;100 feet FPM descent; throttles at idle; 1/2 dot below glide slope; and worsening trend.   First Officer [advocated] go around [as] the aircraft was between 400 and 300 feet AGL.The Captain elects to push throttles up to spool engines while shallowing descent; airspeed continues degrading to a few knows above amber band; now two dots low on G/S.  First Officer again advocates a go-around.  Engines spool up and the captain elects to level to regain airspeed and land. We landed 1500 feet down the runway--a normal touch down.Understanding directions and deciphering clearances from South American controllers is difficult during the day hours.  Fatigue may have been a factor due to a departure delay.  ATC direct clearances; constant changes in altitudes and heading are distracting.  Compounded with an approach that does not join well from an RNAV arrival to ILS.   Definitely a factor.
Departed approximately 1:20 late. Captain's leg. Upon arrival into SBGR we were given final approach altitude on downwind on arrival and clearance to complete approach. On dogleg to final approach control asks what is our heading. The Pilot Not Flying (PNF) responds '120'. Approach then states 'maintain heading.' This was a confusing instruction by the controller. I asked what does that mean and the Captain asked as well. The First Officer (FO) confirmed with the controller if he wanted us to intercept and complete the approach. The controller stated yes; intercept and cleared approach very emphatically. This confusion caused us to be late turning and slightly high. The captain slowed and configured. I; as the relief pilot; stated 'we are high we need the gear' The gear was lowered and we descended. Upon interception of GS the captain had speed brakes out with full flaps and received a Master Caution alert. The airplane became slow and both the FO and me shouted 'airspeed' at the same time. The captain applied power and then continued the approach. The approach speed kept increasing and he kept using speed brakes which caused the decent rate to be uncomfortable. At approx. 500 feet the FO stated 'GO AROUND'. I remember seeing all red on the VASIs and seeing the runway at an angle that was too low from where I was seated in the jump-seat. I was about to command a go-around as well and the FO beat me to the punch and called again for go around and moved his hand in a forward motion as to emphasize the urgency of the situation and the captain increased power (I believe throttles were at idle). The engines spooled up and we popped up a bit in altitude. I thought he was going around but he then stated 'no; I have it' and he landed the airplane. Landing and rollout were un-eventful.ATC instructions were confusing but go around should have been done in my opinion. Weather was not a factor however as much as we are used to all night flying; fatigue is always a factor. I should note that before the flight left ZZZ; the captain stated that this was a long flight in the middle of the night and if anyone sees something that is not right please chime in and even call a go around if needed.
Multiple factors combined to result in a seriously un-stabilized approach during which multiple calls for a go-around by the two first officers went without response. A late and barely adequate addition of power and flattening of descent saved the ultimate arrival.