Narrative:

This mistake started way out of the arrival before we ever got near the airport. The ATIS was reporting landing runway xx so the captain briefed ILS runway xx. When we checked in with approach they told us to descend via the arrival landing to the south. So now we had to modify the arrival; load in the new approach and brief it; all while flying the arrival. The captain was so swamped with these things that I monitored the aircraft while he was doing all of that. Even so due to time compression we were behind; and while he set up and briefed the RNAV; he never really briefed the [visual approach] that we would be doing. When we were cleared for the visual approach he tried to use the RNAV and for some reason it wouldn't take and he was making changes so fast that I couldn't assess the situation and rectify the RNAV. Rather than try to make it work he turned off the autopilot and auto throttle to hand fly it which was probably the right thing to do (though not the auto throttle); and I believe the flight director was displaying the RNAV correctly at this point. At first he was flying it ok; but what he didn't realize is that on that approach if the winds are out of the west it makes it very difficult. The winds were out of 260 (I forget the knots) as a result instead of staying [on the approach]; he was blown way east. I advised him that we needed to [correct for wind]. What that also did was cause us to way overshoot the final. So at low level he was banking it back to the right to try to line it up with the runway. I was watching all of this to make sure we were doing what we should have been and looking outside. When I looked back inside I realized our speed was 5 knots [slow] so I said watch the speed and he added power and we got the speed back. Again; why would you turn off the at (auto throttle) in this situation? I have no idea. It is a tool there to help you especially in a high workload environment. We were also a bit high on the approach but not too bad and from what I could tell we did get the aircraft stabilized at 500 ft but probably just barely. The whole time I was ready to call the go around if it got even more out of line however I felt that if we could get it stabilized in time that would be better than going around and having this captain try to fly another one of these approaches. The landing turned out to be fine; on speed; and in the touchdown zone.

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Original NASA ASRS Text

Title: B757 First Officer reported that the Captain hand flew an approach without autothrottles due to wind.

Narrative: This mistake started way out of the arrival before we ever got near the airport. The ATIS was reporting landing Runway XX so the Captain briefed ILS Runway XX. When we checked in with approach they told us to descend via the arrival landing to the south. So now we had to modify the arrival; load in the new approach and brief it; all while flying the arrival. The captain was so swamped with these things that I monitored the aircraft while he was doing all of that. Even so due to time compression we were behind; and while he set up and briefed the RNAV; he never really briefed the [visual approach] that we would be doing. When we were cleared for the visual approach he tried to use the RNAV and for some reason it wouldn't take and he was making changes so fast that I couldn't assess the situation and rectify the RNAV. Rather than try to make it work he turned off the autopilot and auto throttle to hand fly it which was probably the right thing to do (though not the auto throttle); and I believe the flight director was displaying the RNAV correctly at this point. At first he was flying it ok; but what he didn't realize is that on that approach if the winds are out of the west it makes it very difficult. The winds were out of 260 (I forget the knots) as a result instead of staying [on the approach]; he was blown way east. I advised him that we needed to [correct for wind]. What that also did was cause us to way overshoot the final. So at low level he was banking it back to the right to try to line it up with the runway. I was watching all of this to make sure we were doing what we should have been and looking outside. When I looked back inside I realized our speed was 5 knots [slow] so I said watch the speed and he added power and we got the speed back. Again; why would you turn off the AT (Auto Throttle) in this situation? I have no idea. It is a tool there to help you especially in a high workload environment. We were also a bit high on the approach but not too bad and from what I could tell we did get the aircraft stabilized at 500 ft but probably just barely. The whole time I was ready to call the go around if it got even more out of line however I felt that if we could get it stabilized in time that would be better than going around and having this captain try to fly another one of these approaches. The landing turned out to be fine; on speed; and in the touchdown zone.

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.