Date: 201711
Local time of day: 1201-1800
Location: SBY.Airport, MD
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class D SBY
ATC / advisory: Tower SBY
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Chart Or Publication; Company Policy; Weather; Human Factors
Primary problem: Weather

Narrative: On approach the flight crew was told the weather was 800 ft overcast. We planned for the ILS Approach. The PF (Pilot Flying) wanted flaps 22 but since it is a short runway and raining out flaps 45 was all we could do. Starting the approach the auto pilot started to 'Hunt/Fish' for the Localizer so the PF elected to hand fly the approach. Coming through 1;000 ft the PM (Pilot Monitoring) made the 1;000 ft call and was stable and we continued. The PF was descending on glide slope and about a 1/2 dot right deflection of the localizer but a little fast on the airspeed in reference to planned approach speed. Coming through 800 ft PM announced runway position as 11 O clock in sight. PF looked up to confirm but could not see; asked for the wipers. Once the wipers were on the PF was able to identify the runway. Once visual the PF got slow on the airspeed; the 'Don't Sink' annunciation was heard. The PF elected to continue and corrected the issue and landed safety.The PF from my experience was only used to doing flaps 22 approaches since that was what he had asked for all day. Also the PF's hand flying ability might have been rusty since he seemed to rely on the auto pilot in our previous flights. The PM was not sure what to do. The reaction of the PF was to continue. Looking back PM would have called a go around from the start of the situation and will do so from now on.Suggest that hand flying is more suggested to the pilot group to keep skills sharp when they are needed. Encourage or mandate flaps 45 approaches. Winter is coming and someone will slide off a runway if they do flaps 22 on a short runway. Even if it is the Captains leg either pilot should call a go around and FO's should be encouraged to do so.


Second narrative: I was vectored on to the approach above the glide slope path. The glideslope did not capture once we intercepted the localizer. I made a corrective action to re-intercept the glide slope and caught a light downdraft that triggered a 'don't sink' call. There was excessive wind to properly intercept localizer and glide slope. I turned off the autopilot and manually flew; analyzed aircraft speed and sink; and corrected any abnormal condition. I suggest one should be intercepted on the localizer well before the FAF and below glideslope for proper capture.


Synopsis: EMB-145 flight crew reported landing after an unstable approach.