Narrative:

During the short final and landing phase [into] dca; at approximately 250 feet AGL; the flight crew discovered that the aircraft was only in a flaps 30 configuration. This condition was the result of numerous tasks and distractions that caused an aircraft state that was undesired; yet generally not unsafe; even in the complicated confines of washington dc airspace system. [We were] cleared for the mount vernon visual approach to runway 01 at dca. The first officer was the pilot flying and; being a recent hire; was unfamiliar with the special needs and circumstances that accompany this particular approach; as well as still becoming comfortable in the sometimes demanding part 121 environment. The captain not only was fulfilling the duties of pilot monitoring; but also needed to closely mentor and coach the first officer during most of the approach phase of flight to ensure that proper airmanship; navigation and noise abatement guidelines were followed as prescribed by this particular approach. The crew became task saturated when numerous speed change clearances were issued by ATC for flow at dca; and a number of low level government helicopter traffic call outs were received during the last two minutes of flight time. Incidentally; this resulted in the crew overlooking the final aircraft landing configuration and delaying the landing checklist. The egpws system alerted the crew about the 30 degree flaps setting with 'too low flaps' aural annunciation and a decision was made to lower the flaps to 45 degrees; quickly run a landing checklist and continue the landing. At no time was an unsafe airspeed noted during the entire event; and the landing was in the touchdown zone; on speed and properly configured. The flight exited the runway and continued to the gate without further incident. Normally; in a situation like this; a balked landing and go-around is executed. However; given the combination of low first officer experience; sudden stress from additional tasks to correct them aircraft configuration and a complicated missed approach procedure (P-56 airspace; etc); and with no other factors present other than a few extra knots of airspeed; it was in the best judgment of the captain that the landing could continue with a corrected configuration.

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Original NASA ASRS Text

Title: CRJ-900 flight crew reported continuing an unstabilized approach to landing.

Narrative: During the short final and landing phase [into] DCA; at approximately 250 feet AGL; the flight crew discovered that the aircraft was only in a flaps 30 configuration. This condition was the result of numerous tasks and distractions that caused an aircraft state that was undesired; yet generally not unsafe; even in the complicated confines of Washington DC airspace system. [We were] cleared for the Mount Vernon Visual approach to Runway 01 at DCA. The First Officer was the pilot flying and; being a recent hire; was unfamiliar with the special needs and circumstances that accompany this particular approach; as well as still becoming comfortable in the sometimes demanding Part 121 environment. The Captain not only was fulfilling the duties of Pilot Monitoring; but also needed to closely mentor and coach the FO during most of the approach phase of flight to ensure that proper airmanship; navigation and noise abatement guidelines were followed as prescribed by this particular approach. The crew became task saturated when numerous speed change clearances were issued by ATC for flow at DCA; and a number of low level government helicopter traffic call outs were received during the last two minutes of flight time. Incidentally; this resulted in the crew overlooking the final aircraft landing configuration and delaying the Landing Checklist. The EGPWS system alerted the crew about the 30 degree flaps setting with 'Too Low Flaps' aural annunciation and a decision was made to lower the flaps to 45 degrees; quickly run a Landing Checklist and continue the landing. At no time was an unsafe airspeed noted during the entire event; and the landing was in the touchdown zone; on speed and properly configured. The flight exited the runway and continued to the gate without further incident. Normally; in a situation like this; a balked landing and go-around is executed. However; given the combination of low FO experience; sudden stress from additional tasks to correct them aircraft configuration and a complicated missed approach procedure (P-56 airspace; etc); and with no other factors present other than a few extra knots of airspeed; it was in the best judgment of the Captain that the landing could continue with a corrected configuration.

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.