Narrative:

After incurring a 1hr 30 delay out of ZZZ on the late flight we departed at XA00L to sbgr. The captain flying ansug 1A RNAV arrival with the ILS T 9L. A series of directs and changes in altitude added to the confusions and task saturation. Cleared for the approach at marpu; speed was 190/7000 flaps 5 and cleared to descend to 5500 feet. ATC: 'what is your heading?' AC: '150[KIAS]' ATC: 'maintain 150.' confusion in the cockpit all crew members are wondering if we are still cleared for the approach or are we going through the localizer. AC: 'are we cleared for the approach?' ATC: pause 'yes maintain 150 cleared for the approach descend to 4;200 feet.' we turned at utket. We set 4;200 feet; captain select flch; sets min bug for 15 flaps; pulls speed break handle; and calls for flaps 15. Fb: 'way high you need gear.' captain disconnects autopilot. Captain: 'gear down and flaps 20.' then flaps 25; final flaps; sets final bug plus 5 knots. 1 dot high on glide slope at feather fully configured and on speed. Speed breaks still deployed. Prior 1;000 AGL it appears the brakes have been stowed. Captain: 'we cleared to land?' called ATC for clearance. During transmission of landing clearance; around 800 feet AGL 'speed break deployed' EICAS. First officer: 'you need to restow the speed break' captain already complying with EICAS. Check list verified. At 500 feet; 1;100 feet FPM descent; throttles at idle; 1/2 dot below glide slope; and worsening trend. First officer [advocated] go around [as] the aircraft was between 400 and 300 feet AGL.the captain elects to push throttles up to spool engines while shallowing descent; airspeed continues degrading to a few knows above amber band; now two dots low on G/south. First officer again advocates a go-around. Engines spool up and the captain elects to level to regain airspeed and land. We landed 1500 feet down the runway--a normal touch down.understanding directions and deciphering clearances from south american controllers is difficult during the day hours. Fatigue may have been a factor due to a departure delay. ATC direct clearances; constant changes in altitudes and heading are distracting. Compounded with an approach that does not join well from an RNAV arrival to ILS. Definitely a factor.

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Original NASA ASRS Text

Title: Multiple factors combined to result in a seriously un-stabilized approach during which multiple calls for a go-around by the two first officers went without response. A late and barely adequate addition of power and flattening of descent saved the ultimate arrival.

Narrative: After incurring a 1hr 30 delay out of ZZZ on the late flight we departed at XA00L to SBGR. The captain flying ANSUG 1A RNAV arrival with the ILS T 9L. A series of directs and changes in altitude added to the confusions and task saturation. Cleared for the approach at MARPU; speed was 190/7000 flaps 5 and cleared to descend to 5500 feet. ATC: 'What is your heading?' AC: '150[KIAS]' ATC: 'Maintain 150.' Confusion in the cockpit all crew members are wondering if we are still cleared for the approach or are we going through the LOC. AC: 'Are we cleared for the approach?' ATC: pause 'Yes maintain 150 cleared for the approach descend to 4;200 feet.' We turned at UTKET. We set 4;200 feet; Captain select FLCH; sets min bug for 15 flaps; pulls speed break handle; and calls for flaps 15. FB: 'Way high you need gear.' Captain disconnects Autopilot. Captain: 'Gear down and flaps 20.' Then flaps 25; final flaps; sets final bug plus 5 knots. 1 dot High on glide slope at feather fully configured and on speed. Speed breaks still deployed. Prior 1;000 AGL it appears the brakes have been stowed. Captain: 'We cleared to land?' called ATC for clearance. During transmission of landing clearance; around 800 feet AGL 'Speed break deployed' EICAS. First Officer: 'You need to restow the speed break' Captain already complying with EICAS. Check list verified. At 500 feet; 1;100 feet FPM descent; throttles at idle; 1/2 dot below glide slope; and worsening trend. First Officer [advocated] go around [as] the aircraft was between 400 and 300 feet AGL.The Captain elects to push throttles up to spool engines while shallowing descent; airspeed continues degrading to a few knows above amber band; now two dots low on G/S. First Officer again advocates a go-around. Engines spool up and the captain elects to level to regain airspeed and land. We landed 1500 feet down the runway--a normal touch down.Understanding directions and deciphering clearances from South American controllers is difficult during the day hours. Fatigue may have been a factor due to a departure delay. ATC direct clearances; constant changes in altitudes and heading are distracting. Compounded with an approach that does not join well from an RNAV arrival to ILS. Definitely a factor.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.