Narrative:

While executing a visual approach to runway xx ZZZ airport; I was on a proper visual glide path until approximately 1/2 - 1/4 mile final. A breakdown in my scan resulted in descending below a normal glide path; as a result we were unstable below 500 feet AGL. Neither pilot called for a go-around; though; after debrief it was agreed that a go-around would have been appropriate. I was able to correct back on profile; approximately at 1/4 mile short final. The landing was safe; on speed and uneventful.contributing factors included light turbulence requiring constant power adjustments. Also; lack of recent flight time due to taking leave--this was my first approach/landing in a number of weeks on top of very limited flight time in the past 6 months. Additionally; as experienced from the previous ILS approach to the same runway conducted earlier the same day; it was noticed that while on or above glide path; the PAPI's indicated well below; despite glide slope and vgsi not being coincident per the procedure. The note on the procedure indicated that the vgsi would bring the aircraft across the threshold at approximately 50 feet; however; coming across the threshold at 80 feet; the PAPI's still indicated low (one white over three red). This issue was briefed to be mitigated by referencing altitude/distance check points on descent; however; it still became an issue. The lack of proper visual guidance may have contributed to a departure from a stable glide path; however; did not contribute to the failure to call a go-around. The PAPI guidance issue was brought to the attention of the airport manager.the potential lack of flight time/currency due to covid is a potential universal issue. I have a luxury of flying with the X group to maintain a scan but for those that don't; a severely reduced schedule will likely result in some loss of proficiency. A solution may be to promote those with reduced flying to take more legs/landings than normal within a given pairing. Additionally; aside from notifying the airport or ATC of malfunctioning equipment; e.g.; PAPI's; there should be a means by which to relay this information to the company for immediate communication to air crew; as there is no guarantee of a swift response or fix. (Aside from notams).

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Original NASA ASRS Text

Title: Air carrier flight crew reported an unstablized approach and landing and cited lack of flying as a contributing factor.

Narrative: While executing a visual approach to Runway XX ZZZ airport; I was on a proper visual glide path until approximately 1/2 - 1/4 mile final. A breakdown in my scan resulted in descending below a normal glide path; as a result we were unstable below 500 feet AGL. Neither pilot called for a go-around; though; after debrief it was agreed that a go-around would have been appropriate. I was able to correct back on profile; approximately at 1/4 mile short final. The landing was safe; on speed and uneventful.Contributing factors included light turbulence requiring constant power adjustments. Also; lack of recent flight time due to taking leave--this was my first approach/landing in a number of weeks on top of very limited flight time in the past 6 months. Additionally; as experienced from the previous ILS approach to the same runway conducted earlier the same day; it was noticed that while on or above glide path; the PAPI's indicated well below; despite glide slope and VGSI not being coincident per the procedure. The note on the procedure indicated that the VGSI would bring the aircraft across the threshold at approximately 50 feet; however; coming across the threshold at 80 feet; the PAPI's still indicated low (one white over three red). This issue was briefed to be mitigated by referencing altitude/distance check points on descent; however; it still became an issue. The lack of proper visual guidance may have contributed to a departure from a stable glide path; however; did not contribute to the failure to call a go-around. The PAPI guidance issue was brought to the attention of the airport manager.The potential lack of flight time/currency due to COVID is a potential universal issue. I have a luxury of flying with the X Group to maintain a scan but for those that don't; a severely reduced schedule will likely result in some loss of proficiency. A solution may be to promote those with reduced flying to take more legs/landings than normal within a given pairing. Additionally; aside from notifying the airport or ATC of malfunctioning equipment; e.g.; PAPI's; there should be a means by which to relay this information to the company for immediate communication to air crew; as there is no guarantee of a swift response or fix. (aside from NOTAMs).

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.