Narrative:

We were being vectored for the ILS 22L and we were given a turn to join the localizer just past teb. The controller left us at 250kts and finally started slowing us down as we were turning final; first to 190kts and then right before gimee he gave us 170kts. We started slowing down using the speed brake and once we were slow enough I asked if the first officer (first officer) wanted the landing gear to help slow down. We continued slowing and configuring for the approach and we were still just slightly behind the aircraft but we were catching up. Once we were on the descent; I asked the first officer if he would like me to arm the approach. I armed the approach and the autopilot captured the localizer course but it didn't capture the glideslope; it switched to flight path angle (fpa) mode. I suggested using the touch control steering (tcs) button to get the aircraft back on the correct glideslope. I also suggested disconnecting the autopilot to get the aircraft back onto the correct path. We were still slightly high at 1200 feet but we were getting back down onto the glideslope. Once we were slow enough; the first officer called for flaps 5; speed V app; landing checklist. Distracted by trying to keep the aircraft on the proper glideslope; I selected flaps full and then read through the landing checklist. We were configured by 1000' and stable but after finishing the landing checklist I double checked the flap setting and realized at around 700 feet we had flaps full selected. I called for a go-around and we performed the go around with no other issues. I do believe that most of this could have been avoided if the controller didn't leave us so fast in such gusty conditions. Throughout the entire approach we had intermittent moderate chop.

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Original NASA ASRS Text

Title: Captain reported to executing a go-around due to an unstable final ILS approach attributed to a high airspeed clearance until on final.

Narrative: We were being vectored for the ILS 22L and we were given a turn to join the Localizer just past TEB. The controller left us at 250kts and finally started slowing us down as we were turning final; first to 190kts and then right before GIMEE he gave us 170kts. We started slowing down using the speed brake and once we were slow enough I asked if the First Officer (FO) wanted the landing gear to help slow down. We continued slowing and configuring for the approach and we were still just slightly behind the aircraft but we were catching up. Once we were on the descent; I asked the FO if he would like me to arm the approach. I armed the approach and the autopilot captured the localizer course but it didn't capture the glideslope; it switched to Flight Path Angle (FPA) mode. I suggested using the Touch Control Steering (TCS) button to get the aircraft back on the correct glideslope. I also suggested disconnecting the autopilot to get the aircraft back onto the correct path. We were still slightly high at 1200 feet but we were getting back down onto the glideslope. Once we were slow enough; the FO called for flaps 5; speed V APP; landing checklist. Distracted by trying to keep the aircraft on the proper glideslope; I selected flaps FULL and then read through the landing checklist. We were configured by 1000' and stable but after finishing the landing checklist I double checked the flap setting and realized at around 700 feet we had flaps full selected. I called for a go-around and we performed the go around with no other issues. I do believe that most of this could have been avoided if the controller didn't leave us so fast in such gusty conditions. Throughout the entire approach we had intermittent moderate chop.

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.