Narrative:

During this trip; we have been slam dunked into two airports required quick configuration of the aircraft. In both case I happened to be pilot monitoring. As we quickly configured the aircraft with gear down we went right into flaps 30 and flaps 45 as soon as we achieved our appropriate flap speeds. Normally with the gear down call the pm initiates our flow which clues arming the thrust reversers and chiming the flight attendant. Given the rapid configuring and slowing of the aircraft I gave priority to selecting flaps immediately versus doing the flow because in my judgment and experience we absolutely; positively need stall margin and correct flap configuration at that point in terms of low altitude and low speed/stabilized approach criteria. With that said; I should have remembered to immediately follow up with my landing flow. Once the landing check was initiated I realized my error and selected reversers to armed and chimed the flight attendant. I have been reading flight safety updates and I noticed their recent emphasis on really reading the checklist and looking at associated items. So I have emphasized that with myself; and I think that those actions helped trap potential errors.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported that the frequent 'slam dunk' arrivals assigned by ATC at multiple airports increase workload and can lead to procedural errors.

Narrative: During this trip; we have been slam dunked into two airports required quick configuration of the aircraft. In both case I happened to be pilot monitoring. As we quickly configured the aircraft with gear down we went right into flaps 30 and flaps 45 as soon as we achieved our appropriate flap speeds. Normally with the gear down call the PM initiates our flow which clues arming the thrust reversers and chiming the flight attendant. Given the rapid configuring and slowing of the aircraft I gave priority to selecting flaps immediately versus doing the flow because in my judgment and experience we absolutely; positively need stall margin and correct flap configuration at that point in terms of low altitude and low speed/stabilized approach criteria. With that said; I should have remembered to immediately follow up with my landing flow. Once the landing check was initiated I realized my error and selected reversers to armed and chimed the flight attendant. I have been reading flight safety updates and I noticed their recent emphasis on really reading the checklist and looking at associated items. So I have emphasized that with myself; and I think that those actions helped trap potential errors.

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.