Narrative:

I was the PF (pilot flying) to ZZZ on visual xxl. ATC kept us a bit high; and we all recognized it; at 8000 till we asked for lower and they gave us 4000; followed by a northerly turnwe even spoke of 'here comes the slam dunk' and 'high and fast'i felt that I was as aggressive as I needed to be with getting the gear down and getting configured.then they started turned us on base. But they flew us through the localizer told us to follow aircraft Y on xxr and cleared us for the visual.at some point; above 1000; I deployed the speed brakes; but the EICAS message alarmed all of us and caused us to stow the speed brakes.at flaps 30; I nosed down to maintain just shy of 180 to get on the glide; which is ok in a -9; but we were in a -8. Flaps blew up from 30 going through 170; slowed back down.not sure whether I overspend flaps before or after the speed brake retractionin hindsight the EICAS message is a bit confusing; because the limitations say we can use speed brakes till 1000 feet; but as pilots; when you get an amber caution message; you want it to go away; so we made the EICAS message go away; and that extra drag would have been nice on the way down.we reviewed the go around procedure one more time.when he was around 500 feet aircraft Y on xxr (that was right in front of us) went around for 'tailwinds' we were still high and fast at 1000; but I thought it would come together by 500. We verbalized the fact that aircraft Y was going around right in front of us. At 500 feet we were right at target plus 15 knots and on profile. So I landed.while waiting for the gate; we wrote up the flaps blowing up from 30. On the plus side; we all stayed in the cockpit after getting to the gate and spoke about how it came together and what we will do next time.pros:we briefed the approach and go around well enough before top of descentnone of us failed to recognize that we were being set up for high and fast.the communication lines were wide open and flowing between all four of us.I used the automation until 2500 feet; so we were already on localizer and behind our traffic when I turned the a/P off.cons:not much we could have done about the bad vectors and being kept high; beyond asking for lower; which we did...I never once realized at all that there was a tailwind; until aircraft Y stated 'tailwinds' as his reason for go around. I should have been cognizant of the winds during our approachi also should have been more aggressive about getting slowed down. Also verbalizing: 'we can use speed brakes till 1000 feet with landing flaps; even though we will have an EICAS message' would have prevented stowing them early; and I probably wouldn't be writing this...I also should have been more respectful of which plane I was in (-8 vs -9) with regards to flap limit speeds.

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Original NASA ASRS Text

Title: B787-8 First Officer reported an unstable approach due to late descent clearance from ATC and tailwinds on final approach.

Narrative: I was the PF (Pilot Flying) to ZZZ on Visual XXL. ATC kept us a bit high; and we all recognized it; at 8000 till we asked for lower and they gave us 4000; followed by a northerly turnWe even spoke of 'here comes the slam dunk' and 'high and fast'I felt that I was as aggressive as I needed to be with getting the gear down and getting configured.Then they started turned us on base. But they flew us through the localizer told us to follow Aircraft Y on XXR and cleared us for the visual.At some point; above 1000; I deployed the speed brakes; but the EICAS message alarmed all of us and caused us to stow the speed brakes.At flaps 30; I nosed down to maintain just shy of 180 to get on the glide; which is ok in a -9; but we were in a -8. Flaps blew up from 30 going through 170; slowed back down.Not sure whether I overspend flaps before or after the speed brake retractionIn hindsight the EICAS message is a bit confusing; because the limitations say we can use speed brakes till 1000 feet; but as pilots; when you get an amber caution message; you want it to go away; so we made the EICAS message go away; and that extra drag would have been nice on the way down.We reviewed the go around procedure one more time.When he was around 500 feet Aircraft Y on XXR (that was right in front of us) went around for 'tailwinds' We were still high and fast at 1000; but I thought it would come together by 500. We verbalized the fact that Aircraft Y was going around right in front of us. At 500 feet we were right at target plus 15 knots and on profile. So I landed.While waiting for the gate; we wrote up the flaps blowing up from 30. On the plus side; we all stayed in the cockpit after getting to the gate and spoke about how it came together and what we will do next time.Pros:We briefed the approach and go around well enough before top of descentNone of us failed to recognize that we were being set up for high and fast.The communication lines were wide open and flowing between all four of us.I used the automation until 2500 feet; so we were already on LOC and behind our traffic when I turned the A/P off.Cons:Not much we could have done about the bad vectors and being kept high; beyond asking for lower; which we did...I never once realized at all that there was a tailwind; until Aircraft Y stated 'tailwinds' as his reason for go around. I should have been cognizant of the winds during our approachI also should have been more aggressive about getting slowed down. Also verbalizing: 'We can use speed brakes till 1000 feet with landing flaps; even though we will have an EICAS message' would have prevented stowing them early; and I probably wouldn't be writing this...I also should have been more respectful of which plane I was in (-8 vs -9) with regards to flap limit speeds.

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.