Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 163; Flight Crew Type 14000
Distraction; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Human Factors
We were shocked to see that we were low on the PAPI as we broke out of the 900 feet ceiling when flying the RNAV (GPS) Runway 6 into RSW. I leveled off on the approach; got back on the VASI glidepath and landed uneventfully. I thought we were doing everything correctly at the time; but after a lot of reflection later that night; I discovered we made several errors that were caused by untimely distractions.The Tower was closed. We had briefed the FOM Tower closed procedures before beginning the descent. As we passed over LENPE (IAF) from PASTR to CELBO; we got a call from Miami Center to call them once on the ground. The First Officer misunderstood them as he was having headset issues. I clarified the call to him as I set zero in the altitude window. Between LENPE and CELBO we got an FMC message of 'No V-Speeds.' We had forgotten to type in the V-Speeds so I quickly entered them. The aircraft didn't want to slow below 175; and I was preoccupied with this issue and finally called for flaps 30 just above 1;000 feet. We did the Before Landing Checklist and promptly broke out of the weather.We missed the 'Crosscheck' call due to the ATC call and 'No V-Speed' distraction. We missed the 1;000 feet call due to the later than desired final flap extension and performing the Before Landing Checklist. Both of these distractions took my attention away from monitoring the approach as I should have.Both the Crosscheck and 1;000 feet callouts are tied to specific positions and altitudes. If the pilot is distracted at those points; it's easy to forget these important safety checks. I plan to be in the landing configuration before the FAF in the future so I can put all my attention into monitoring the approach below that altitude.
On approach into RSW; with the Captain as the pilot flying; we had difficulty slowing with the gear down while extending the flaps on schedule for the RNAV Approach to Runway 6. We were landing after the Tower was closed and were being given directions during the descent and approach from Miami Center on after hours procedures. They provided this as a clarification because [another] aircraft didn't follow flight closeout procedures; which caused their own Company aircraft to hold overhead the airport. Due to the above situations; I got distracted with the radio calls; was heads down looking up procedures in the FOM; and did not provide the 1;000 feet back up calls for the Captain. We broke out of the clouds at 900 feet correcting for a slightly 'high' glideslope needle deflection; but noticed red PAPI's on the runway. The Captain reduced our descent rate; re-established glidepath and landed without incident. It scared us to wonder why we were given high indications by the flight director; had trouble slowing; but low PAPI's after breaking out on this particular RNAV.Evaluating the flight afterwards; I should have suit-cased the closed Tower operations at altitude; double checked the descent rates and landing speeds; and have provided better backup to the Captain. There was another causal factor: I found my personal headset not working when I got to the aircraft; so I used the backup headset provided in the back of the Captain's seat. Because of this new single ear headset configuration; which I was not used to; I felt behind the aircraft at times and crossed between the Green; Yellow and Red zones of RRM (Risk Reporting Matrix) as my headset fell off or the ear piece popped out. The Captain did a great job backing me up on radio calls; and he did a great job maneuvering the aircraft onto glideslope. However; my prior preparation (by bringing my issued headset as a backup; running data and researching FOM procedures at altitude) would have caused less distraction on the approach and freed me up to be a better copilot.
B737-800 flight crew reported seeing low altitude indicated on the PAPI lights after breaking out at 900 feet on the RNAV Runway 6 approach at RSW.