Narrative:

While on an approach to join lda to eko, captain, busy with WX radar, flew through the localizer and then parallel to the course, he had full deflection to the left of course and yet correction was slow and late. When rejoined, I established visual contact with airport and runway and brought that to the captain's attention. Yet the captain failed to take quick and decisive action to slow the aircraft and descend to the proper glide path. Meanwhile, he was still working with WX radar! Seconds later, when a lot closer to the airport, he gave up his radar and started to configure the aircraft for landing. He managed to get the gear down and flaps at 15 degree situation when he pushed the nose down to a 5000 FPM descent. Loud GPWS warnings followed by my suggestion to go around for a better and proper approach were ignored by the captain. When finally joined the VASI lights, we were at flaps 15 degrees, gear down with speed brakes out and 180 KIAS, less than 1 min short of the threshold! My second go around suggestion was again ignored. Just short of threshold, the captain asked for flaps 30 degrees and landing checklist. I noticed airspeed of 170 KIAS. We touched down at around 50 percent of remaining runway and engines were reversed to 2.3 EPR (1.5 EPR is the norm) followed by heavy braking. The wet runway was creating a hydroplaning situation which was managed by heavier braking to counter. To my disbelief, we stopped about 50 ft from the runway end lights and safely exited the runway. The aircraft sustained no damage to its brakes or tires. Callback conversation with reporter revealed the following: the first officer said that he spoke to the chief pilot about this incident and the chief pilot required the captain to go through some additional training and he seemed to get the message. The first officer is still amazed at the stopping ability of the B737-200. The captain is back on the line and is performing well.

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Original NASA ASRS Text

Title: STABILIZED APCH CONCEPT -- THIS ACR CAPT DID NOT MAKE A STABILIZED APCH IN SPITE OF THE FO'S SUGGESTIONS AND ADVICE.

Narrative: WHILE ON AN APCH TO JOIN LDA TO EKO, CAPT, BUSY WITH WX RADAR, FLEW THROUGH THE LOC AND THEN PARALLEL TO THE COURSE, HE HAD FULL DEFLECTION TO THE L OF COURSE AND YET CORRECTION WAS SLOW AND LATE. WHEN REJOINED, I ESTABLISHED VISUAL CONTACT WITH ARPT AND RWY AND BROUGHT THAT TO THE CAPT'S ATTN. YET THE CAPT FAILED TO TAKE QUICK AND DECISIVE ACTION TO SLOW THE ACFT AND DSND TO THE PROPER GLIDE PATH. MEANWHILE, HE WAS STILL WORKING WITH WX RADAR! SECONDS LATER, WHEN A LOT CLOSER TO THE ARPT, HE GAVE UP HIS RADAR AND STARTED TO CONFIGURE THE ACFT FOR LNDG. HE MANAGED TO GET THE GEAR DOWN AND FLAPS AT 15 DEG SIT WHEN HE PUSHED THE NOSE DOWN TO A 5000 FPM DSCNT. LOUD GPWS WARNINGS FOLLOWED BY MY SUGGESTION TO GAR FOR A BETTER AND PROPER APCH WERE IGNORED BY THE CAPT. WHEN FINALLY JOINED THE VASI LIGHTS, WE WERE AT FLAPS 15 DEGS, GEAR DOWN WITH SPD BRAKES OUT AND 180 KIAS, LESS THAN 1 MIN SHORT OF THE THRESHOLD! MY SECOND GAR SUGGESTION WAS AGAIN IGNORED. JUST SHORT OF THRESHOLD, THE CAPT ASKED FOR FLAPS 30 DEGS AND LNDG CHKLIST. I NOTICED AIRSPD OF 170 KIAS. WE TOUCHED DOWN AT AROUND 50 PERCENT OF REMAINING RWY AND ENGS WERE REVERSED TO 2.3 EPR (1.5 EPR IS THE NORM) FOLLOWED BY HVY BRAKING. THE WET RWY WAS CREATING A HYDROPLANING SIT WHICH WAS MANAGED BY HEAVIER BRAKING TO COUNTER. TO MY DISBELIEF, WE STOPPED ABOUT 50 FT FROM THE RWY END LIGHTS AND SAFELY EXITED THE RWY. THE ACFT SUSTAINED NO DAMAGE TO ITS BRAKES OR TIRES. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE FO SAID THAT HE SPOKE TO THE CHIEF PLT ABOUT THIS INCIDENT AND THE CHIEF PLT REQUIRED THE CAPT TO GO THROUGH SOME ADDITIONAL TRAINING AND HE SEEMED TO GET THE MESSAGE. THE FO IS STILL AMAZED AT THE STOPPING ABILITY OF THE B737-200. THE CAPT IS BACK ON THE LINE AND IS PERFORMING WELL.

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.