Narrative:

After being on vacation for about 3 weeks, I was assigned a continuous duty overnight. The day after the continuous duty overnight, I was to report to the training department for a day of training and then the next day I had a check ride scheduled. As I had not been flying for the last 3 weeks, I felt it necessary to hand fly the airplane as much as possible. The flight was scheduled from cvg to mht. All was normal until the descent into mht. We were given a rapid descent into the mht traffic area. While on base for runway 35, I turned the autoplt off and hand flew the airplane. We were continuously descending during this time. We configured for the approach and were cleared for the approach just outside the OM. We turned on the approach and were still slightly above the GS, but on localizer. In correcting for the GS, I proceeded through the GS and was almost full scale low and I began a correction in the opposite direction. I then overcorrected again and went above the GS and again almost got a full scale deflection. I then corrected down. About this time we came out of the clouds and had good visibility with the runway in sight. At that time, we got a 'terrain' warning from the GPWS and then a 'sink rate' warning. I said 'correcting,' while correcting for the sink rate and made a normal landing on runway 35. After landing, I forgot to deploy the thrust reversers and stopped the aircraft with the brakes. We stopped with about 2000 ft of runway remaining. I believe being off and not flying for 3 weeks, back side of the clock flying while studying for a check ride and trying to practice for a check ride while flying on line were contributing factors.

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Original NASA ASRS Text

Title: ACR RJ PLT RPTS AN UNSTABILIZED PRECISION APCH WHILE HAND FLYING THE ACFT.

Narrative: AFTER BEING ON VACATION FOR ABOUT 3 WKS, I WAS ASSIGNED A CONTINUOUS DUTY OVERNIGHT. THE DAY AFTER THE CONTINUOUS DUTY OVERNIGHT, I WAS TO RPT TO THE TRAINING DEPT FOR A DAY OF TRAINING AND THEN THE NEXT DAY I HAD A CHK RIDE SCHEDULED. AS I HAD NOT BEEN FLYING FOR THE LAST 3 WKS, I FELT IT NECESSARY TO HAND FLY THE AIRPLANE AS MUCH AS POSSIBLE. THE FLT WAS SCHEDULED FROM CVG TO MHT. ALL WAS NORMAL UNTIL THE DSCNT INTO MHT. WE WERE GIVEN A RAPID DSCNT INTO THE MHT TFC AREA. WHILE ON BASE FOR RWY 35, I TURNED THE AUTOPLT OFF AND HAND FLEW THE AIRPLANE. WE WERE CONTINUOUSLY DSNDING DURING THIS TIME. WE CONFIGURED FOR THE APCH AND WERE CLRED FOR THE APCH JUST OUTSIDE THE OM. WE TURNED ON THE APCH AND WERE STILL SLIGHTLY ABOVE THE GS, BUT ON LOC. IN CORRECTING FOR THE GS, I PROCEEDED THROUGH THE GS AND WAS ALMOST FULL SCALE LOW AND I BEGAN A CORRECTION IN THE OPPOSITE DIRECTION. I THEN OVERCORRECTED AGAIN AND WENT ABOVE THE GS AND AGAIN ALMOST GOT A FULL SCALE DEFLECTION. I THEN CORRECTED DOWN. ABOUT THIS TIME WE CAME OUT OF THE CLOUDS AND HAD GOOD VISIBILITY WITH THE RWY IN SIGHT. AT THAT TIME, WE GOT A 'TERRAIN' WARNING FROM THE GPWS AND THEN A 'SINK RATE' WARNING. I SAID 'CORRECTING,' WHILE CORRECTING FOR THE SINK RATE AND MADE A NORMAL LNDG ON RWY 35. AFTER LNDG, I FORGOT TO DEPLOY THE THRUST REVERSERS AND STOPPED THE ACFT WITH THE BRAKES. WE STOPPED WITH ABOUT 2000 FT OF RWY REMAINING. I BELIEVE BEING OFF AND NOT FLYING FOR 3 WKS, BACK SIDE OF THE CLOCK FLYING WHILE STUDYING FOR A CHK RIDE AND TRYING TO PRACTICE FOR A CHK RIDE WHILE FLYING ON LINE WERE CONTRIBUTING FACTORS.

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.