Date: 202011
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Lost SA partially on arrival. Approach gave us a 240 heading and asked us to call the field. I had selected managed speed out of 10;000 and was configuring. Extended gear descending through 9;200; so we could continue to slow. Aircraft wasn't slowing. Captured LOC; but overshot a bit. Glide slope didn't capture. Once I saw the PAPI I saw I was low I leveled; continued to configure and slow. Leveled at 1;000 feet AFL momentarily to rejoin glideslope and ensure configured for stabilized approach. Had runway in sight the whole time after turning final; met gates at 1;000 feet AFL and 500 feet AFL; but felt behind and should have gone around. Maintenance delay; unfamiliar airport; late runway change; long day (nearly 9 hours of flying); no approach control (ZZZ Center handling approach due to COVID outage).I should have asked for vectors onto the approach rather than accepting visual. ZZZ is surrounded by high terrain; I was unfamiliar even though I felt I had prepared carefully; vectors would have provided a less dynamic environment. Also; if I were in a similar situation; I would go-around and ensure I don't press when I feel at all like I have lost SA. Also; the high altitude made slowing the aircraft down more difficult. I didn't include that in my briefing. I know better; but after the long day I failed to consider that as a factor.


Second narrative: ATC gave us a 90 degree plus vector for Runway XXR and asked us to call the field. We had it in sight and were cleared for the visual. We were above the glideslope; with flaps 1; put the gear down to slow down; and used managed speed. The approach was armed; caught; but overshot the localizer because the aircraft wasn't slowing down. The glideslope didn't capture and we were then low on the glide slope as we passed through it from above. We leveled off; slowed down and finished configuring. We were within stable criteria at 1;000 and 500 feet; but it was a messy approach.Cause - Long duty day; extended due to maintenance. Bad vector from ATC and pressure to go visual. Approach was closed and Denver center was handling approach.Don't be pressured into accepting a visual at night with mountainous terrain. Go-around if an approach is feeling uncomfortable. Slow down earlier when at a higher elevation airport.


Synopsis: Air carrier flight crew reported an unstabilized approach into an unfamiliar airport.