Pilots reported being too fast on final; resulting in an unstable approach and a low altitude alert.
Synopsis
Pilots reported being too fast on final; resulting in an unstable approach and a low altitude alert.
Narrative
We were cleared direct to the IAF (CARCO) and directed to keep best forward speed. We kept 250 kts until intercepting the IAF and Captain (Pilot Flying 'PF') went thrust idle to begin our slow down. We captured the localizer course and ATC told us to keep 170KTS or greater to the FAF (ESSAY). We were not slowing quickly enough; so PF put out the flight spoilers. We captured the GS and the plane began its descent to follow the GS. We were still around 240 kts and we were not slowing; so PF disconnected the Auto Pilot and leveled off momentarily to slow to 230 Kts so we could get 'flaps 8'. During this level off; we got one dot high on the GS. PF began correcting to follow the GS down. Slowing to 220 kts PF called for 'flaps 20' and then 'gear down'. Once at speed; PF called 'Flaps 45; before landing check'. Sometime during this I received our clearance to land runway 4. I read off the items for before landing check. The PF was still hand flying the approach and we recaptured the GS; but there were over corrections and we got 1 dot below the GS. Simultaneously; Tower issued a call stating 'Low altitude alert. Aircraft X' Captain said to me 'correcting'. So I told tower 'correcting'. I missed my call-out for '1;000 ft above; stable'. We broke out of the clouds at 1;000 AGL and I called runway in sight. We landing and taxied to the gate without incident. I should have spoken up to begin our slowdown sooner. We were too fast to begin an approach. This lead us to have to 'catch up' on configurations and call outs. This lead to being rushed for the entire approach and being 'behind the plane'. This in turn lead to not adequately monitoring our situation that should have prompted an immediate 'go around'!
Second reporter narrative
On the ILS 4 to HOU; ATC instructed us to maintain best forward speed and I was at 250 kts. Once intercepting the ILS; ATC asks us to maintain 170 kts or greater. Because the aircraft captured the LOC/GS; the aircraft wasn't slowing down. I've disconnected the autopilot and slowed the aircraft to below 230 kts to deploy flaps 8. Upon reaching 220 kts and decreasing in speed; I called for flaps 20 landing gear down. Now that we're high above glide slope; I adjusted my pitch to catch the glide slope. I recalled seeing 1;500 FPM on the VSI so I adjusted to 1;200 FPM. ATC advised us; 'Low Altitude Alert!'. I told my First Officer (FO); correcting and adjusted my VSI to arrested the descent to maintain level attitude. I noticed we were 1 dot below the GS. My FO relayed to ATC that we're correcting. I was able to be fully configured inside the FAF of ESAAY and was able to successfully land the aircraft. After parking at the gate; I realized when I heard ATC say; 'Low Altitude Alert!' I should have immediately executed a 'Go Around'. While ATC authorized us to maintain 170 kts or greater; I will allow time and distance for the aircraft to slow and to properly configure the aircraft for landing. Additionally; both pilots monitor for stabilized approached as outlined in the operating manual and if unstabilized approach is witnessed; no hesitation call out for a 'Go Around' should occur.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.