B737 Undifferentiated or Other Model
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 134
Time Pressure; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented
Aircraft; Human Factors
Assigned the Visual XXR backed up by the RNAV XXR Approach (which was advertised on the ATIS). ATC assigned 170 or 180 knots to ZZZZZ. I used LNAV/ VNAV with the autopilot engaged; speed intervention to maintain assigned speed. VNAV reverted to VNAV SPEED and began to get high on the approach. At 400 feet high; I disconnected the autopilot began correcting. Approaching the glide path we were still four white bars on the PAPI and visually looked much higher than we should have been. I began to fly the approach visually but became low in reference to the RNAV. The resulting approach produced descent rate warning approximately crossing the threshold.
Upon coming into ZZZ we were set up and expecting the RNAV XXR. We had that loaded into the box. Somewhere outside ZZZZZ1 if I recall right we got cleared for the visual and backed it up with the RNAV XXR. Captain started calling for flaps and the aircraft began to slow to the selected flap speed. ATC gave us a speed of 180 knots so we had to open the speed window and reverted us into VNAV SPEED. We ultimately ended up being high on the approach. I told the Captain the path is not matching with the PAPI and he started to correct. Ultimately we ended up getting the 'don't sink warning' on the aircraft and the Captain corrected.
Air Carrier Pilots reported an un-stabilized approach that set off the EICAS warning 'Don't Sink' near the runway threshold. An uneventful landing was accomplished.