Narrative:

As expected and previously briefed new york approach initially assigned us ILS 4R. Descending through 10;000 we picked up ice and changed to the already requested ice speeds. Approximately 30 miles from the airport new york approach said now to expect RNAV (GPS-Y) 4R. I was flying and since we were below 10;000 feet and close to the airport; I requested the first officer to load and brief the approach. As the first officer was briefing the approach; I thought that I should add how the vertical guidance would be flown; but never followed through on that and never briefed it. We completed the runway/approach change items on checklist. Other aircraft had been cleared for the RNAV (GPS-Z) 4R we discussed that and confirmed that the RNAV (GPS-Y) 4R was the correct approach for us. During the approach I initially used flight path angle (fpa) for vertical guidance; but then switched to VNAV; but at FAF I did not switch back to fpa. At 1;000 feet AGL and the runway in sight I called runway in sight; disconnected auto pilot; called for set missed approach altitude. With the vertical mode still in VNAV; as the first officer 'set the missed approach altitude' the autothrottles started driving forward and our speed picked up 20 knots. At this time I disengaged the autothrottles and the first officer selected fpa. We continue the approach verified we are stable at 500 feet and made a normal landing on runway 4R.in the future I will make sure to brief how the approach will be flown in both lateral and vertical mode; especially when flying RNAV approaches. If there is any doubt I will reference the approach charts in the SOP during the briefing. This will verify what both pilots will expect during the approach.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier Captain reported recovery from a near unstable approach after a change from ILS to RNAV approach to EWR airport.

Narrative: As expected and previously briefed New York approach initially assigned us ILS 4R. Descending through 10;000 we picked up ice and changed to the already requested ice speeds. Approximately 30 miles from the airport New York Approach said now to expect RNAV (GPS-Y) 4R. I was flying and since we were below 10;000 feet and close to the airport; I requested the First Officer to load and brief the approach. As the First Officer was briefing the approach; I thought that I should add how the vertical guidance would be flown; but never followed through on that and never briefed it. We completed the runway/approach change items on checklist. Other aircraft had been cleared for the RNAV (GPS-Z) 4R we discussed that and confirmed that the RNAV (GPS-Y) 4R was the correct approach for us. During the approach I initially used Flight Path Angle (FPA) for vertical guidance; but then switched to VNAV; but at FAF I did not switch back to FPA. At 1;000 feet AGL and the runway in sight I called runway in sight; disconnected auto pilot; called for set missed approach altitude. With the vertical mode still in VNAV; as the First Officer 'set the missed approach altitude' the autothrottles started driving forward and our speed picked up 20 knots. At this time I disengaged the autothrottles and the First Officer selected FPA. We continue the approach verified we are stable at 500 feet and made a normal landing on Runway 4R.In the future I will make sure to brief how the approach will be flown in both lateral and vertical mode; especially when flying RNAV approaches. If there is any doubt I will reference the approach charts in the SOP during the briefing. This will verify what both pilots will expect during the approach.

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.