Narrative:

Flight from dfw to iah daytime VFR. On approach into iah controller kept up high and fast. When we were cleared for the approach to runway 14L at iah we were still high and fast. (It was captain's leg). We were established on localizer but GS was pegged off scale. It became IMC below 4000-5000 ft. When we came through the clouds and could see the runway, we were still pegged on the GS and 40 KTS too fast. I said, in the interest of CCC, '1000 ft, you're plus 35.' I thought this would be enough of a hint to the captain that we should go around. Captain continued the approach but it was obvious that we were both considering a go around. Captain never did call for landing flaps, (30 degrees) and left them at 25 degrees as we were about to land. We were approximately 1/2 down the runway at touchdown and used full length.at 100-50 ft I selected 30 degrees flap in an attempt to slow us down. Unfortunately it had an adverse affect in that it made us balloon further off the runway. Interestingly, the landing was smooth and by using the full length no excessive reverse thrust or braking was necessary. Several passenger complimented us for a nice landing. Once again I used CCC but in retrospect, I should have been more assertive in suggesting that we go around and try it again. After all we were not late and the traffic was light and it was the controller that put us in the high starting place initially. I learned after the flight that a check airman for our airline was riding in the back on company business. Both the captain and I agree that we should have done it differently even though our guardian angel took care of us this time.

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Original NASA ASRS Text

Title: ACR FLC DEV FROM THE STABILIZED APCH CONCEPT. LONG LNDG RESULTS.

Narrative: FLT FROM DFW TO IAH DAYTIME VFR. ON APCH INTO IAH CTLR KEPT UP HIGH AND FAST. WHEN WE WERE CLRED FOR THE APCH TO RWY 14L AT IAH WE WERE STILL HIGH AND FAST. (IT WAS CAPT'S LEG). WE WERE ESTABLISHED ON LOC BUT GS WAS PEGGED OFF SCALE. IT BECAME IMC BELOW 4000-5000 FT. WHEN WE CAME THROUGH THE CLOUDS AND COULD SEE THE RWY, WE WERE STILL PEGGED ON THE GS AND 40 KTS TOO FAST. I SAID, IN THE INTEREST OF CCC, '1000 FT, YOU'RE PLUS 35.' I THOUGHT THIS WOULD BE ENOUGH OF A HINT TO THE CAPT THAT WE SHOULD GAR. CAPT CONTINUED THE APCH BUT IT WAS OBVIOUS THAT WE WERE BOTH CONSIDERING A GAR. CAPT NEVER DID CALL FOR LNDG FLAPS, (30 DEGS) AND LEFT THEM AT 25 DEGS AS WE WERE ABOUT TO LAND. WE WERE APPROX 1/2 DOWN THE RWY AT TOUCHDOWN AND USED FULL LENGTH.AT 100-50 FT I SELECTED 30 DEGS FLAP IN AN ATTEMPT TO SLOW US DOWN. UNFORTUNATELY IT HAD AN ADVERSE AFFECT IN THAT IT MADE US BALLOON FURTHER OFF THE RWY. INTERESTINGLY, THE LNDG WAS SMOOTH AND BY USING THE FULL LENGTH NO EXCESSIVE REVERSE THRUST OR BRAKING WAS NECESSARY. SEVERAL PAX COMPLIMENTED US FOR A NICE LNDG. ONCE AGAIN I USED CCC BUT IN RETROSPECT, I SHOULD HAVE BEEN MORE ASSERTIVE IN SUGGESTING THAT WE GAR AND TRY IT AGAIN. AFTER ALL WE WERE NOT LATE AND THE TFC WAS LIGHT AND IT WAS THE CTLR THAT PUT US IN THE HIGH STARTING PLACE INITIALLY. I LEARNED AFTER THE FLT THAT A CHK AIRMAN FOR OUR AIRLINE WAS RIDING IN THE BACK ON COMPANY BUSINESS. BOTH THE CAPT AND I AGREE THAT WE SHOULD HAVE DONE IT DIFFERENTLY EVEN THOUGH OUR GUARDIAN ANGEL TOOK CARE OF US THIS TIME.

Data retrieved from NASA's ASRS site as of July 2007 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.