Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: While executing a visual approach to Runway XX ZZZ airport; I was on a proper visual glide path until approximately 1/2 - 1/4 mile final.  A breakdown in my scan resulted in descending below a normal glide path; as a result we were unstable below 500 feet AGL.  Neither pilot called for a go-around; though; after debrief it was agreed that a go-around would have been appropriate. I was able to correct back on profile; approximately at 1/4 mile short final. The landing was safe; on speed and uneventful.Contributing factors included light turbulence requiring constant power adjustments. Also; lack of recent flight time due to taking leave--this was my first approach/landing in a number of weeks on top of very limited flight time in the past 6 months. Additionally; as experienced from the previous ILS approach to the same runway conducted earlier the same day; it was noticed that while on or above glide path; the PAPI's indicated well below; despite glide slope and VGSI not being coincident per the procedure.  The note on the procedure indicated that the VGSI would bring the aircraft across the threshold at approximately 50 feet; however; coming across the threshold at 80 feet; the PAPI's still indicated low (one white over three red).  This issue was briefed to be mitigated by referencing altitude/distance check points on descent; however; it still became an issue.  The lack of proper visual guidance may have contributed to a departure from a stable glide path; however; did not contribute to the failure to call a go-around.  The PAPI guidance issue was brought to the attention of the airport manager.The potential lack of flight time/currency due to COVID is a potential universal issue.  I have a luxury of flying with the X Group to maintain a scan but for those that don't; a severely reduced schedule will likely result in some loss of proficiency.  A solution may be to promote those with reduced flying to take more legs/landings than normal within a given pairing.  Additionally; aside from notifying the airport or ATC of malfunctioning equipment; e.g.; PAPI's; there should be a means by which to relay this information to the company for immediate communication to air crew; as there is no guarantee of a swift response or fix.  (aside from NOTAMs).


Second narrative: Was pilot monitoring. We were coming in to land on the visual to Runway XX in ZZZ. During the last 1/4 to 1/2 mile on the approach. The pilot flying misjudged the distance and descent rate during the approach and started to get low on the approach. Pilot flying corrected but we were unstabilized on the approach and did not execute a go-around. We landed from the approach without incident within the touchdown zone area on the runway. The pilot flying had not been flying very much recently so lack of recent experience was a factor. A failure of the pilot monitoring to call for a go-around from an unstable approach. A failure of the pilot flying to call for a go-around from an unstabilized approach. Complacency on approach and not wanting to inconvenience passengers. Poor decision making by pilots.As pilots we have to always remember safety is top priority. Even if it's an inconvenience to both [of] you and everyone on board. If an approach becomes unstabalized a go-around or missed approach must be executed. Even if the landing happens safely and the landing is 'salvaged' it's important to remember that one day it might not be.  As a pilot monitoring if you see an unstabilized approach you should speak up. Don't worry about hurt feelings. Missed connections. We can't get complacent and think that we can just continue from an unstabilized approach.


Synopsis: Air carrier flight crew reported an unstablized approach and landing and cited lack of flying as a contributing factor.