Air carrier flight crew reported receiving a flap; bank angle and low altitude alert from ATC during approach. Crew stabilized and landed uneventfully.
Synopsis
Air carrier flight crew reported receiving a flap; bank angle and low altitude alert from ATC during approach. Crew stabilized and landed uneventfully.
Narrative
Flying in to Ft Meyers yesterday was a clear and calm afternoon. We were expecting a visual approach to Runway 24 and the FO (First Officer) selected and briefed the RNAV Z to 24 in the hopes we could get the Radius to Fix leg. At 2000 ft we were given a vector that pointed us straight at the FAF. The FO stated 'they are going to slam dunk us' and I agreed. I suggested he disengage the Autopilot and hand fly but he did not hear me. He was slowing the aircraft down and starting to configure; and due to the close in and short vector I asked if he'd like me to set a lower altitude; seeing that we were inside the FAF as we turned toward the airport; I suggested touchdown zone. The FO selected level change and was using the heading mode to turn toward the airport and called for landing gear extension. I extended the gear and got the handoff to tower. The FO requested that I extend the centerline and while I was heads down we got the flaps alert. The FO requested flaps 15 and I saw that he was overshooting final and again suggested he hand fly. He disengaged the Autopilot and started a steeper turn toward the airport; at which point we got a bank angle alert. He corrected; requested flaps 30 and quickly got the airplane stabilized well above the 500 Foot callout. We continued to land without further issue.
Second reporter narrative
We were flying the TYNEE 4 RNAV arrival to RSW (Ft Myers; FL); for the Runway 24 transition. The ATIS information at the time was broadcasting visual approaches to Runway 24. I had set up and briefed the RNAV (RNP) Z Runway 24 approach with the option of extending / 'straightening out' the RNAV waypoints to back up a visual approaches procedure to the runway. The TYNEE RNAV arrival sets up the aircraft for a downwind leg for Runway 24 from SPNKE to COOPR; followed by a vector heading 058 degrees. On this leg; we were directed to descend down to 2000' MSL. At 2000' MSL I began incrementally slowing the aircraft from 240 kts down to 210 kts. We were in ALT HOLD and LNAV; Autopilot and Autothrottles were engaged. While on the 058 LNAV vector; Approach Control gave us a 90 degree turn to the northwest towards the final approach course. I dialed the heading and immediately set 180 kts in the airspeed window on the MCP (Mode Control Panel) and called for Flaps 5. During the turn; Approach Control asked if we had the field in sight. As we were in the turn; the overhead panel was still obstructing my view of the field. I asked the Captain if they had a visual on the field and suggested to call the field in sight if they could see it. We did so and Approach Control cleared us for the visual approach to 24; and directed us to maintain 170 kts until within 5 miles. With the vector given to us by Approach Control; we were basically pointed right at OMOKY (the FAF; 1500' MSL) and were definitely going to turn inside of it for what would become a short approach. The next series of steps happened very quickly and; to be honest; my memory is a little hazy on the exact sequence of events. This is what I can recall to the best of my memory: The Captain suggested setting airport elevation in the MCP window because were not going to capture the course before the final approach fix. We were still at 2;000' MSL. The Captain selected airfield elevation in the MCP window; I selected LVL CHG; set 170 kts in the MCP speed window; and asked for the landing gear to be extended. I immediately followed that request by asking to extend the course from OMOKY in hopes of capturing the LNAV path. Autopilot and Autothrottles were still engaged. We were still on a 90 degree intercept to the final approach course and getting really close to the course. The Captain suggested turning to an intercept heading. I spun an intercept heading; though I don't recall what heading. About this time we received the 'FLAPS - FLAPS' callout. We were descending through 1;000' feet and crossing through the final approach course. Almost simultaneously; I called for Flaps 15; the Captain suggested disengaging Autopilot - which I did - and we received a call from tower regarding our altitude as we had reached 800' MSL. At this time; Autopilot and Autothrottles were disengaged; I was hand flying the aircraft back to the course and back up to 1000'. While correcting for our course; we received the 'Bank Angle' callout as I believed I turned to approximately 32-33 degrees of bank. We re-intercepted the course; intercepted the glide slope via visual cues from the PAPI's; met the stable approach criteria prior to 500'; and flew an uneventful landing.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.