Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 491
Confusion; Situational Awareness; Distraction; Human-Machine Interface
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Flight Crew FLC complied w / Automation / Advisory
ATC Equipment / Nav Facility / Buildings; Airport
I briefed the Captain on our STAR into BWI and that we could expect a Visual Approach to Runway 10 and that we would back the Visual Approach up with the ILS. Descent and Approach Checks followed. We were cleared for a Visual Approach to Runway 10 into BWI. A normal approach on the ILS was coupled with the autopilot. I disengaged the autopilot around 800 feet and hand flew the approach. I also verbally announced to the Captain that I was outside and referencing the PAPI. I maintained 'red over white' the entire way down; but began to see that the PAPI was taking me below the Glideslope on the ILS. The 'Glideslope' audible warning began to go off around 500 to 600 feet (?).The Captain instructed me to level off to allow the aircraft to get back on the glideslope. I began to slow my rate of descent; but by that time I was around 150 to 200 feet and a normal landing would occur in the touchdown zone. We landed uneventfully. The Captain and I debriefed the event and he agreed that we both saw I had the aircraft stabilized on the PAPI perfectly; but the PAPI was taking us below the ILS glide slope.
B737 First Officer reported the aircraft was stabilized on the PAPI; but was indicating low on the ILS Glideslope.