B777 Undifferentiated or Other Model
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 221; Flight Crew Total 9413; Flight Crew Type 1639
Time Pressure; Human-Machine Interface
Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors; Procedure
Arriving ZZZ in VMC with clearance to expect Runway XXC. We requested XXL with ATC and were told to standby. Turning downwind on the [arrival] we were told to maintain current speed (240 knots). We loaded and briefed XXL with the possibility we might have to land XXC. When we were given a vector to base the Captain queried ATC about XXL and we were told unable. XXC was then loaded and ATC followed closely with a vector to final and a visual approach clearance. I armed the approach. We were still at 240 knots. It became immediately obvious that the automation was going to overshoot; so I disengaged the autopilot and increased the bank angle and also gave a slight increase in power due to the steeper bank angle. We overshot the extended centerline significantly and encroached on the arrival path for XXL. We got a momentary TCAS descend RA with traffic arriving XXL that we had visual contact with. After recovering onto the final approach course it became a high workload event to configure for landing. We were configured and stable at the 500 foot gate; but it was very busy with a high potential for errors. A better course of action would have been to go around.
When we contacted Approach Control; they told us to maintain present speed; 240 knots; expect a visual to XXC. We put XXL on request. We had briefed XXL before top of descent; which is usually granted later. As we got vectored to a base leg I asked Approach if we could have XXL. Approach replied no; so I quickly entered ILS XXC into the FMC and extended the initial approach fix. I advocated for the PF (Pilot Flying) to slow more expeditiously now we were cleared to turn to 170 to intercept the XXC LOC; as back up to the 'cleared for a visual' XXC. Aircraft was still on Autopilot and captured on the Loc for XXC; we started to overshoot due IAS but slowing. I saw traffic on Loc for XXL. I told PF to get back to XXC center line on LOC as soon as possible. He disconnected the auto pilot. While in the turn we got a bank angle call as I insisted the PF get back on XXC Loc for visual. Added to the event came a TCAS descent call; while hearing other aircraft say they had a TA (possible RA to remain level). PF and I (PM (Pilot Monitoring)) agreed full Speed brakes and gear down; slow down and extend flaps on speed. We dipped below the GS one dot and got a GS auto call. I think the 'clear of conflict' followed immediately. As everything appeared to stabilize around 800 to 1000 feet; I said ok how are we looking or something like that. At 700AGL we were stable; on speed. Got the Landing Check list EICAS incomplete alert; selected the checklist and showed complete. Landed without incident.After parking at the gate we kept the flight deck door closed and used the new debrief card to review the above excitement. We discussed when we would have called for a Go-Around combined with the turn back to XXC Loc and Descent RA. I said I had considered it and wanted to wait until we were clear of conflict and established on final; then determine if we needed to go around and try again. My whole crew stayed involved and I am confident; would have advocated a go-around had we pushed it too far. I cannot emphasize how important it is to keep ones relief pilots in the loop and let them know their input is extremely valuable.
B777 flight crew reported approach speed and course procedural errors resulted in an unstable approach.