Narrative:

We were cleared for a visual approach. The pilot flying kept a high power setting at 1;500 ft up to 5 miles from [the runway]. The aircraft was in a clean configuration and the power was reduced only slightly while descending to 1;000 ft. As the pilot not flying; I leaned forward and pressed the landing gear horn silence button. I said; 'ready for the flaps?' the distance was now 4.5 miles. I continued to hold in the horn and I said; 'I'm still ready for flaps' at 3.9 miles. I made a deliberate attempt to tap the button and say this. The pilot flying called for flaps 17. I had to wait a few seconds to get the speed before I could select flaps 17. The altitude was now about 950 ft. Moments later the pilot flying called for gear down and I selected the gear down. The altitude now was approximately 800 ft. I then said; 'do you want props; how about props?' I then set props 1;700 [RPM]. The 'sink rate' GPWS warning alarm sounded and I said; 'I still have it in sight (runway); four whites.' the pilot flying then called for flaps 35. I had to again wait for the speed and selected flaps 35. The GPWS alarm sounded; 'terrain; terrain; pull up; pull up.' I tried to speak during the alarm sequence and said; 'are you sure about this; sure about this?' I did not hear a response from the pilot flying. At 500 ft the aircraft was now fully configured and the speed was at ref +10 [KTS]. The aircraft landed in the first third of the runway. After we completed the after landing checks the pilot flying commented that the GPWS alarms had sounded incorrectly and the aircraft needed to be written up for maintenance. I said; 'the aircraft was configured; but much later than normal.' the pilot flying appeared to be in disagreement and still said the GPWS need to be written up in the log book. I approached a safety officer the next day within 24 hours of the event. I verbally told him about the situation. I strongly feel that this is a safety of flight issue. The aircraft was not stabilized by 5 miles and fully configured by 1;000 ft. I firmly believe the 'green incentive' program was a driving factor to cause the pilot flying to fly outside of the company profile. All of the company pilots must fly the company profile. The 'green incentive' program must not interfere with the handling of the aircraft.

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Original NASA ASRS Text

Title: A BE1900 Captain did not fully configure the aircraft for landing until 500 FT. First Officer believes the driving factor was because of the company's 'Green Incentive' program.

Narrative: We were cleared for a visual approach. The pilot flying kept a high power setting at 1;500 FT up to 5 miles from [the runway]. The aircraft was in a clean configuration and the power was reduced only slightly while descending to 1;000 FT. As the pilot not flying; I leaned forward and pressed the landing gear horn silence button. I said; 'Ready for the flaps?' The distance was now 4.5 miles. I continued to hold in the horn and I said; 'I'm still ready for flaps' at 3.9 miles. I made a deliberate attempt to tap the button and say this. The pilot flying called for flaps 17. I had to wait a few seconds to get the speed before I could select flaps 17. The altitude was now about 950 FT. Moments later the pilot flying called for gear down and I selected the gear down. The altitude now was approximately 800 FT. I then said; 'Do you want props; how about props?' I then set props 1;700 [RPM]. The 'sink rate' GPWS warning alarm sounded and I said; 'I still have it in sight (runway); four whites.' The pilot flying then called for flaps 35. I had to again wait for the speed and selected flaps 35. The GPWS alarm sounded; 'Terrain; terrain; pull up; pull up.' I tried to speak during the alarm sequence and said; 'Are you sure about this; sure about this?' I did not hear a response from the pilot flying. At 500 FT the aircraft was now fully configured and the speed was at Ref +10 [KTS]. The aircraft landed in the first third of the runway. After we completed the after landing checks the pilot flying commented that the GPWS alarms had sounded incorrectly and the aircraft needed to be written up for Maintenance. I said; 'The aircraft was configured; but much later than normal.' The pilot flying appeared to be in disagreement and still said the GPWS need to be written up in the log book. I approached a Safety Officer the next day within 24 hours of the event. I verbally told him about the situation. I strongly feel that this is a safety of flight issue. The aircraft was not stabilized by 5 miles and fully configured by 1;000 FT. I firmly believe the 'Green Incentive' program was a driving factor to cause the pilot flying to fly outside of the company profile. All of the company pilots must fly the company profile. The 'Green Incentive' program must not interfere with the handling of the aircraft.

Data retrieved from NASA's ASRS site as of April 2012 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.