ERJ-170 flight crew reported landing safely following an unstabilized approach that included a wake turbulence encounter and a long landing.
Synopsis
ERJ-170 flight crew reported landing safely following an unstabilized approach that included a wake turbulence encounter and a long landing.
Narrative
Flying in to DC at night with a short vector to final for the MTV1 Approach backed up by ILS. Vectored in at glideslope intercept holding 170 to BADDN; I recommended autopilot off due to what looked like would be a late glideslope intercept for an uneventful final approach. Flying ice speeds; Tower asked us to slow to final approach speed after the FAF as we were closing in on aircraft in front and we advised them we were already at final approach speed. We continued to 200 ft. AGL before landing traffic was clear of the runway. Approaching 50 - 75 ft. AGL; we hit a bit of gust or wake but maintained a stable position for landing. The extra attention being placed on the aircraft leaving the runway and the gust at the approach end led to a later power pull to idle and a float to the end of the landing zone or potentially slightly beyond the landing zone. Slowing was no problem and we were able to taxi off at Runway 33 with no issues.In hindsight; many non-standard factors lead to a lack of situational awareness on my part in relation to the landing zone. I was advised of a momentary deviation of a VS of 1200 ft. below 1000 ft. that I missed as I was concentrating on the runway being cleared. Looking back; I was confident in the FO's handling of the plane but I should have called a go-around at the first sign of floating near the end of the landing zone. In the future I will bring more situational awareness to stabilized approach criteria and recognize that a combination of unusual circumstances can cause distraction and fixation. When in doubt; I'll go around.
Second reporter narrative
We had a close vector onto final for visual Runway 01 with little spacing from the 737 in front of us. On final approach I had gotten above glideslope because autopilot was off and we had our attention on the spacing between us and the 737. The glide slope deviation was corrected. The 737 cleared the runway when we were around 200 ft. AGL. We continued the approach; then got wake turbulence around the 50 ft. mark above the runway. This caused me to not cut the power when I intended due to the ice speeds we had. We touched down further than we intended. However; due to all of the combined factors causing distraction we are not entirely sure how far down the runway we touched down. Looking back on the event during the debrief; we concluded that a go-around could have been called due to all the combined factors.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.