B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Flight Crew Overcame Equipment Problem
Weather; Aircraft; Human Factors
During post flight debrief [of our approach we discussed] that every parameter was stable except flaps were still at Flaps 15 at 1;000 AGL. Vertical speed; airspeed; angle of attack; and N1 were all 'Stable' and flaps at touchdown were at final landing setting of 30 degrees and all parameters were stable at that point. I stated that my intent had been to comply with our Manual's definition of a Stable Approach and if that didn't occur when it was supposed to it was unintentional. I felt we were always safe and stable during the approach and landing and with my attention focused outside during a high workload time I thought at the time I was meeting the parameters for 'Stable.'  ATC had us maintain a speed of 160 knots for a long distance on final which required Flap 15/Speed 160 knots for a long period of time. We also had a high 'Wind Additive' because of gusty surface winds. I was very focused on the tight spacing with the aircraft ahead of us and if he would clear the runway as well as the aircraft that was rolling on the crossing runway that would clear the intersection with our runway just before our touchdown as well as not wanting to 'mess up' the aircraft spaced behind us. I'm certain all of these factors distracted me from calling for our final landing flap setting of 30 when I should have. A further contribution was that during my quick scans inside my airspeed was already reading the selected landing speed which was right at the same speed ATC had us maintain for our long final approach at Flaps 15.
[No additional information was provided].
A B737 flight crew; maintaining an assigned airspeed of 160 knots with 15 degrees of flap on a long final failed to select landing flaps at 1;000 AGL per stabilized approach criteria requirements.  High surface winds had increased their planned Vref to that same 160 knots which delayed their observation.  Landing flaps were; however; in place for landing.