Narrative:

We were shocked to see that we were low on the PAPI as we broke out of the 900 feet ceiling when flying the RNAV (GPS) runway 6 into rsw. I leveled off on the approach; got back on the VASI glidepath and landed uneventfully. I thought we were doing everything correctly at the time; but after a lot of reflection later that night; I discovered we made several errors that were caused by untimely distractions.the tower was closed. We had briefed the fom tower closed procedures before beginning the descent. As we passed over lenpe (IAF) from pastr to celbo; we got a call from miami center to call them once on the ground. The first officer misunderstood them as he was having headset issues. I clarified the call to him as I set zero in the altitude window. Between lenpe and celbo we got an FMC message of 'no v-speeds.' we had forgotten to type in the v-speeds so I quickly entered them. The aircraft didn't want to slow below 175; and I was preoccupied with this issue and finally called for flaps 30 just above 1;000 feet. We did the before landing checklist and promptly broke out of the weather.we missed the 'crosscheck' call due to the ATC call and 'no v-speed' distraction. We missed the 1;000 feet call due to the later than desired final flap extension and performing the before landing checklist. Both of these distractions took my attention away from monitoring the approach as I should have.both the crosscheck and 1;000 feet callouts are tied to specific positions and altitudes. If the pilot is distracted at those points; it's easy to forget these important safety checks. I plan to be in the landing configuration before the FAF in the future so I can put all my attention into monitoring the approach below that altitude.

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Original NASA ASRS Text

Title: B737-800 flight crew reported seeing low altitude indicated on the PAPI lights after breaking out at 900 feet on the RNAV Runway 6 approach at RSW.

Narrative: We were shocked to see that we were low on the PAPI as we broke out of the 900 feet ceiling when flying the RNAV (GPS) Runway 6 into RSW. I leveled off on the approach; got back on the VASI glidepath and landed uneventfully. I thought we were doing everything correctly at the time; but after a lot of reflection later that night; I discovered we made several errors that were caused by untimely distractions.The Tower was closed. We had briefed the FOM Tower closed procedures before beginning the descent. As we passed over LENPE (IAF) from PASTR to CELBO; we got a call from Miami Center to call them once on the ground. The First Officer misunderstood them as he was having headset issues. I clarified the call to him as I set zero in the altitude window. Between LENPE and CELBO we got an FMC message of 'No V-Speeds.' We had forgotten to type in the V-Speeds so I quickly entered them. The aircraft didn't want to slow below 175; and I was preoccupied with this issue and finally called for flaps 30 just above 1;000 feet. We did the Before Landing Checklist and promptly broke out of the weather.We missed the 'Crosscheck' call due to the ATC call and 'No V-Speed' distraction. We missed the 1;000 feet call due to the later than desired final flap extension and performing the Before Landing Checklist. Both of these distractions took my attention away from monitoring the approach as I should have.Both the Crosscheck and 1;000 feet callouts are tied to specific positions and altitudes. If the pilot is distracted at those points; it's easy to forget these important safety checks. I plan to be in the landing configuration before the FAF in the future so I can put all my attention into monitoring the approach below that altitude.

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.