An air carrier flight crew was slow to line up with the proper runway at ELP on a night visual approach; resulting in an unstabilized approach that was concluded satisfactorily.
Synopsis
An air carrier flight crew was slow to line up with the proper runway at ELP on a night visual approach; resulting in an unstabilized approach that was concluded satisfactorily.
Narrative
Cleared for a visual approach to Runway 22 about 5 miles north of NEWMAN VOR. There was Company traffic turning final for Runway 22 and we had them in sight. We began to configure. I was referencing Runway 26L instead of Runway 22. I had in my head that Runway 22 was BIGGS AFB and the angle of our position on base leg made it difficult to discern the lateral position of the aircraft on final. I continued to call for landing configuration changes; feeling that we were 'looking good' because I was referencing Runway 26L. The Captain pointed to Runway 22 and said; 'Are you landing on Runway 22?' My situational awareness was restored and we were well to the left of centerline and slightly high. I turned towards the Runway 22 and called for flaps 30 and Landing checklist. We did not make a 1000 FT call and were focusing on maneuvering the aircraft to land. We were lined up with the Runway 22 at 500 FT and got a 'Too Low Flaps' warning. We had run the Before Landing checklist; but the Captain had set Flaps 25 instead of 30 and I just said 'Flaps 30' and did not verify the flap gauge. The Captain selected Flaps 30 and we continued the approach to a slightly long landing. We should have gone around for two big reasons: Unstable approach and a configuration warning. Learned much from this event but the most prevalent item that sticks is to plan the approach and be willing to go around when things get bad. Don't try to 'salvage' a bad approach.
Second reporter narrative
We had discussed the approach in detail to include the location of Biggs; winds; and slowing for configuration. We were given instruction to follow Company aircraft to Runway 22 prior to EWM VOR and began slowing for approach. As we were maneuvering for final; the combination of winds (our headwind turned into a tailwind during our turn to final); Company traffic slowing in front of us; and (as I later found out) the First Officer's concern of where exactly BIGGS was). As we approached final at about a 60-90 degree angle; we configured and ran the Before Landing checklist. (However; I had set the flaps at 25 instead of 30 and neither of us noticed.) We were high and closing on Company so I thought we were 'overshooting' final to correct the problem (when in fact the First Officer was looking at the wrong runway). As we approached the point where I thought we should be turning back towards Runway 22; I pointed out the problem and the First Officer said something to the effect of; 'No; that's Biggs.' However; Biggs was closed and unlit; so he was thinking he had plenty of room to align with Runway 22 at ELP. Both of our ILS's were tuned to Runway 22 and I had confirmed earlier I was looking at the correct runway. So now the First Officer tried to maneuver to the runway. (This is the first point I should have directed a go-around.) As he approached approximately 500 FT AGL we got a 'Too low; Flaps' warning (the second point I should have directed a go-around) and I corrected the flap setting to 30 degrees. We landed without further incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.