Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Time Pressure; Distraction
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Approach briefing was completed for the arrival and ILS Runway XXR at ZZZ with planned use of Flaps 25 for landing.  During arrival and approach to ZZZ ILS XXR; ATC clears crew (prior to ZZZZZ) to descend via the ZZZZZ5 RNAV arrival to ZZZZZ1; expect ILS XXR.  Descent is initiated from FL400 using 'DESCEND NOW' in LNAV/VNAV.  Due to very light passenger loads; aircraft ZFW is approximately 145K with a gross weight of approximately 157K for descent and arrival.  With Cost Index of 28; FMC calculated ECON descent speed is much slower than normal (approximately 265 KIAS) which results in VNAV commanded speeds less than published on the arrival.  PF uses speed intervene function versus reprogramming the FMC descent page to maintain published speeds.  All descent alt and speed parameters are met through bottom of descent (7;000).  ATC subsequently clears the flight to intercept the ILS course only after ZZZZZ1 and assigned two subsequent altitudes (6;000 then 5;000 feet) after passing ZZZZZ1.  Autoflight is still engaged with LNAV/VNAV and LOC Armed; with speed intervened from 230; then 200 prior to clearance for approach.  At approximately 3-4 miles prior to ZZZZZ2; ATC gives clearance for the approach and airspeed 180 kts.  At this time the aircraft is above glidepath and fast. Approach mode is armed by the PF.  Full speedbrakes are deployed while slowing and configuring to Flaps 5.  Still above glide path; the PF selects V/S and -1;500 initially to descent onto the glidepath.  As a result speed increased to 219 kts before flaps were retracted to Flaps 1 to prevent overspeed.  Gear is lowered instead to aid in the descent and slow the aircraft.  Autoflight is disengaged by the PF at approximately 2;500-3;000 feet.  The glideslope is intercepted at approximately 1;800 feet and 180 kts.  PF calls for flaps 25 and speedbrake is stowed and landing checklist completed.  Idle power was required to maintain glidepath and slow; however at 1;000 feet; aircraft was approximately 15-20 kts fast and slightly above glidepath. PF verbalized the 'fast and correcting' condition. (Target speed was 123 kts for Flaps 25).  Airspeed was decreasing slowly and just above GP but was still well above target (approximately 12-13 kts) at the 500 feet call.  Other parameters were not noted.  PF continued to land and aircraft crossed threshold approximately 5-7 kts above target.  Normal touchdown and braking (autobrakes 2) and turn off were completed.  A thorough debrief was completed after parking. NOTE 1.  PM - Flight was first flight back after 4+ month absence and recent landing re-qualification for the Captain.NOTE 2.  PF - FO had some recent; but overall limited experience at ZZZ due to mostly international schedule prior to COVID-19.




Synopsis: Air carrier First Officer reported being high and fast on an approach and cited lack of flying as a contributing factor.