Narrative:

While on arrival into detroit we were given 'expect ILS Y 22R' approach. We do not have ILS Y 22R in our FMS database. This caused a bit of confusion as to why we would have charts for the ILS Y 22R approach and not have the approach in our FMS.we advised approach control that we were unable to fly the ILS Y 22R because we did not have it in our FMS system and they told us 'that has been an issue all morning'. We planned and requested an alternate approach of ILS 21L as that was the other approach they were using at the time. Approach control initially asked if we could fly the ILS frequency in green needles and I said we could do that; however; we do not have the fixes along the approach path. Ultimately; approach control gave us the option of the RNAV 22R or the visual 22R and we accepted the visual approach for 22R as we had just broke out of the weather and could see the detroit airport. Approach control swiftly cleared us for the visual approach; then immediately had us switch over to tower. As I switched to tower; the frequency was busy.at this point we were about 3 miles from the final approach fix of anggl and had not yet begun to configure the aircraft. This left us a bit behind the aircraft for the approach; but I was confident that we had time to get configured. We were about 220 knots at the time and I had my first officer (first officer) click off the autopilot while I helped configure the aircraft. We were able to get fully configured by about 950 feet; but during the rush I set the flaps to 30 degrees; believing we were flying a flaps 8 degree aircraft and thinking I was setting flaps to 20 degrees; setting off the flap speed alert. We completed the landing check and at about 550 feet at which point tower called and told us we were cleared to land for runway 22R. We were able to land safely with no problems. In hindsight; we should have just requested the RNAV for runway 22R once we realized that we did not have the ILS Y 22R. This would have provided ample time to set up for a normal approach in a timely manner.given our situation with the last minute approach clearance due to the confusion as to what approach we were to actually be flying; we should have executed a go around to allow ourselves a chance to configure the aircraft in a timely manner.

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Original NASA ASRS Text

Title: Regional Jet Captain reported the FMS database did not contain the approach procedure for a cleared approach at DTW.

Narrative: While on arrival into Detroit we were given 'expect ILS Y 22R' approach. We do not have ILS Y 22R in our FMS database. This caused a bit of confusion as to why we would have charts for the ILS Y 22R approach and not have the approach in our FMS.We advised Approach Control that we were unable to fly the ILS Y 22R because we did not have it in our FMS system and they told us 'that has been an issue all morning'. We planned and requested an alternate approach of ILS 21L as that was the other approach they were using at the time. Approach Control initially asked if we could fly the ILS frequency in green needles and I said we could do that; however; we do not have the fixes along the approach path. Ultimately; Approach Control gave us the option of the RNAV 22R or the visual 22R and we accepted the visual approach for 22R as we had just broke out of the weather and could see the Detroit airport. Approach Control swiftly cleared us for the visual approach; then immediately had us switch over to Tower. As I switched to Tower; the frequency was busy.At this point we were about 3 miles from the final approach fix of ANGGL and had not yet begun to configure the aircraft. This left us a bit behind the aircraft for the approach; but I was confident that we had time to get configured. We were about 220 knots at the time and I had my FO (First Officer) click off the autopilot while I helped configure the aircraft. We were able to get fully configured by about 950 feet; but during the rush I set the flaps to 30 degrees; believing we were flying a flaps 8 degree aircraft and thinking I was setting flaps to 20 degrees; setting off the flap speed alert. We completed the landing check and at about 550 feet at which point Tower called and told us we were cleared to land for runway 22R. We were able to land safely with no problems. In hindsight; we should have just requested the RNAV for runway 22R once we realized that we did not have the ILS Y 22R. This would have provided ample time to set up for a normal approach in a timely manner.Given our situation with the last minute approach clearance due to the confusion as to what approach we were to actually be flying; we should have executed a go around to allow ourselves a chance to configure the aircraft in a timely manner.

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.