Embraer 175 crew reported an unstabilized approach at night with below glide slope warnings. The Captain made pitch corrections; then landed safely.
Synopsis
Embraer 175 crew reported an unstabilized approach at night with below glide slope warnings. The Captain made pitch corrections; then landed safely.
Narrative
For this flight I had accepted an extension of my flight duty period since I had already timed out coming into ZZZ1 from ZZZZ. I had 14 hours of duty time already but when I accepted the extension I assess myself to see if I was fit for duty at that moment and I was feeling fine; therefore I accepted to continue and extend. Now after 2 hours and 20 mins into flight; we were Northeast of the airport on our approach to ZZZ to do the ILS XXL; we were at 3000 ft as assigned and on a heading of 220 to intercept the localizer. Since it was VMC and we had the field insight; ATC cleared us for the visual Runway XXL. The heading that it was giving to us of 220 gave a weird intercept angle right on the FAF ZZZZZ. We noticed we were going to be high by the time we were going to intercept and we were too close to the FAF; so me as the pilot flying decided to finish configuring and start my descent early to 2700 ft to comply for the FAF altitude. As we intercepted the localizer and already being fully configured; I was surprised that the GS never captured so I continued my descent thinking that I was still high and I was basically looking outside as we were in visual conditions at nighttime; but unfortunately I didn't pay close attention to my altitude. Because of this I was 150 ft lower that I should've been between ZZZZZ and the second fix ZZZZZ1 and that is why I wasn't able to capture the glide slope. Naturally; the plane noticed it; and gave us the GPWS aural Glide slope" twice. That's when I stopped my descent and since it was visual conditions; not in IMC and was confident on my skill to correct and land safely; I stated "continuing". It was a successful landing with no damage to the aircraft or passenger/crew injuries.Suggestions: Because of how long of a day it was for me of work/duty; at the end of the flight I started to feel tired earlier than anticipated; therefore my lack of situational awareness and decision making decreased and unfortunately the event happened. What I could've done to prevent this from happening again was before accepting the extension; I should've assessed myself at that precise moment AND assessed myself on how would my body and mind feel to fly AFTER one; two; or three hours of flight time has passed. This could've possibly prevented myself to accept the Flight Duty Period (FDP) extension. Also; during the approach and after the GPWS aural came on; I should've done a go-around and try again. My First Officer should've also helped me out in monitoring my altitude and say something about it and that could've also helped prevent me going lower than I should've. I should've also looked inside more at the instruments and trust them since it was nighttime and I was more susceptible of having night optical illusions making me feel that I was higher than I was. Definitely this was a learning experience for both me and the First Officer and this will help us reduce/eliminate the risk of safety."
Second reporter narrative
On Day 0 I was stationed as ready reserve at ZZZ1 from XA:00pm until XW:00am. At approximately XF:30pm; I was notified that I will be working Aircraft X from ZZZ1 to ZZZ. This flight was delayed prior due to a scheduling conflict. After a second crew swap; an inbound flight was assigned to fly Aircraft X. At approximately XI:40pm the flight had finally departed.During the approach phase of the flight; we transitioned from the ZZZZZ Arrival" into the Visual Runway XXL approach. As a crew we had briefed the approach and backed up the approach with the ILS. After being vectored to a heading of 220 we were cleared for the "Visual Runway XXL". Upon initiating the turn; the approach mode button was activated. However; the initial heading directed by ATC had brought us slightly past the FAF which didn't allow the plane to capture the glide slope. Since the lower altitude was not reset; the Pilot flying (PF) had false information which caused us to trend 150 ft lower. On short final the plane received two Enhanced Ground Proximity Warning System (EGPWS) alerts. The plane landed without a non-event.Suggestions: The error that I had made as PM was that I didn't make the appropriate callouts on the Flight Mode Annunciator (FMA) at the right times. I could have lessened my distraction by staying inside and providing better guidance to my pilot flying. Ultimately; to correct this error from happening again. I should have been more alert from the altitude deviation and have been more assertive in calling out the deviation. Last but not least I could called for a go-around. From this flight; I have learned plenty lessons and have learned ways to become a better pilot monitor."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.