Narrative:

On jan/xa/02, operating flight to cincinnati, oh (captain's leg) the flight was approaching cincinnati airport at 8000 ft from the northeast. We were originally given runway 18L and then asked if we would like to change to runway 18R. As runway 18R was efficient, we (the crew) accepted the new runway. Base leg at approximately 6000 ft and within 10 mi, captain was still maintaining 250 KTS. The first officer (myself) realized the proximity of airport and current altitude in the clean confign and realizing the time needed to slow and configure for stabilized approach, I placed my hand on the gear handle, as a subtle way to remind captain to slow down. The captain acknowledged the non verbal message by saying that he wasn't ready to slow yet. At approximately 6000 ft and on left base for runway 18L within 10 mi of airport, approach gave clearance for visual approach. Captain idled engines and pitched over airplane, almost instantly realizing that this would be a difficult approach. Once aircraft reached flaps 8 degrees/20 degrees, vfe, the first officer (myself) selected flaps 8 degrees and then 20 degrees. Flight spoilers were also selected in an attempt to slow aircraft. At approximately a 1 mi final, aircraft was configured flaps 20 des, gear down, and spoilers extended. I recommended a missed approach for unstabilized approach parameters as speed was still above VFR for next range of flaps. Captain advised that he could 'still make it.' as aircraft descended below 500 ft AGL, flight spoilers were still extended and flaps were then selected 30 degrees, then 45 degrees. Flaps were finally stabilized at 50 ft AGL and aircraft was at reference +30 KTS. The aircraft landed long and beyond touchdown zone. Contributing factors include for myself: lack of CRM in not directly challenging captain to slow down earlier. Captain's lack of spatial awareness. ATC in holding our altitude too high at such close range.

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Original NASA ASRS Text

Title: CL65 CAPT CONTINUED AN UNSTABILIZED APCH TO LNDG AT CVG.

Narrative: ON JAN/XA/02, OPERATING FLT TO CINCINNATI, OH (CAPT'S LEG) THE FLT WAS APCHING CINCINNATI ARPT AT 8000 FT FROM THE NE. WE WERE ORIGINALLY GIVEN RWY 18L AND THEN ASKED IF WE WOULD LIKE TO CHANGE TO RWY 18R. AS RWY 18R WAS EFFICIENT, WE (THE CREW) ACCEPTED THE NEW RWY. BASE LEG AT APPROX 6000 FT AND WITHIN 10 MI, CAPT WAS STILL MAINTAINING 250 KTS. THE FO (MYSELF) REALIZED THE PROX OF ARPT AND CURRENT ALT IN THE CLEAN CONFIGN AND REALIZING THE TIME NEEDED TO SLOW AND CONFIGURE FOR STABILIZED APCH, I PLACED MY HAND ON THE GEAR HANDLE, AS A SUBTLE WAY TO REMIND CAPT TO SLOW DOWN. THE CAPT ACKNOWLEDGED THE NON VERBAL MESSAGE BY SAYING THAT HE WASN'T READY TO SLOW YET. AT APPROX 6000 FT AND ON L BASE FOR RWY 18L WITHIN 10 MI OF ARPT, APCH GAVE CLRNC FOR VISUAL APCH. CAPT IDLED ENGS AND PITCHED OVER AIRPLANE, ALMOST INSTANTLY REALIZING THAT THIS WOULD BE A DIFFICULT APCH. ONCE ACFT REACHED FLAPS 8 DEGS/20 DEGS, VFE, THE FO (MYSELF) SELECTED FLAPS 8 DEGS AND THEN 20 DEGS. FLT SPOILERS WERE ALSO SELECTED IN AN ATTEMPT TO SLOW ACFT. AT APPROX A 1 MI FINAL, ACFT WAS CONFIGURED FLAPS 20 DES, GEAR DOWN, AND SPOILERS EXTENDED. I RECOMMENDED A MISSED APCH FOR UNSTABILIZED APCH PARAMETERS AS SPD WAS STILL ABOVE VFR FOR NEXT RANGE OF FLAPS. CAPT ADVISED THAT HE COULD 'STILL MAKE IT.' AS ACFT DSNDED BELOW 500 FT AGL, FLT SPOILERS WERE STILL EXTENDED AND FLAPS WERE THEN SELECTED 30 DEGS, THEN 45 DEGS. FLAPS WERE FINALLY STABILIZED AT 50 FT AGL AND ACFT WAS AT REF +30 KTS. THE ACFT LANDED LONG AND BEYOND TOUCHDOWN ZONE. CONTRIBUTING FACTORS INCLUDE FOR MYSELF: LACK OF CRM IN NOT DIRECTLY CHALLENGING CAPT TO SLOW DOWN EARLIER. CAPT'S LACK OF SPATIAL AWARENESS. ATC IN HOLDING OUR ALT TOO HIGH AT SUCH CLOSE RANGE.

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.