Date: 201506
Local time of day: 1801-2400
Location: BWI.Airport, MD
Flight conditions: Mixed
Weather elements / visibility: Rain; 5
Light: Dusk
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: Tower BWI
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Fatigue; Distraction; Human-Machine Interface
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Human Factors

Narrative: We got 'ACARS NO COMM' (immediately after receiving a 'reset WIFI' message from [internet provider]) and thought it would come back in 10-15 minutes as we got closer to Florida; etc. But it never came back 'on'. I monitored Dispatch frequencies on COMM 2; and finally when we were approaching coastline; I took action. We had been given a reroute from RAVNN 4 to MIIDY 1 due to thunderstorms in Virginia. I directed FO to pull and reset ACARS circuit breaker; then and only then did we restore ACARS full functioning. Now we finally could communicate with Dispatch and get weather updates for BWI; ZZZ; and other possible alternates. ATC told us BWI had closed due to storm; and we did a 'vectored' hold between ZZZ and ZZZ1 while we considered fuel reserves and diversion options. My FO and I wanted to divert; but after much discussion with Dispatcher; we agreed we had fuel to continue via MIIDY; and make at least one approach attempt into BWI; which was now reopened; before diverting. Because we were; 'International' and had to have Customs wherever we went; our options were very limited.Dispatch told us the weather at BWI and along the arrival was improving and we 'should' be able to 'get in'. ATC and Approach both told us aircraft were getting 'in' on Runway 28. ATIS at BWI indicated 'VIS5; -RA; and 2200 SCT; 3200 broken; CB's ALQ's.' FO agreed that we could keep going and try to attempt approach; so we continued.This was the first time I had flown the MIIDY since these new STARS were added; so I was not very familiar. This combined with storms scattered all along our route; plus fatigue from a very long day; definitely put me in the 'Yellow'; and I think my FO was there too. I briefed a HUD ILS approach due to possibility of heavy rain etc. and we proceeded under SOP in descent.ATIS and Approach told us to expect Runway 10 transition; but then 20 miles out they switched us to Runway 28 ILS due to rapidly approaching heavy thunderstorms from west and southwest. We set this up while using radar for weather avoidance; but weather was literally 'popping up' in all directions. Two cells kept us from joining a longer 28 final at HURTZ; as we deviated south around them and joining ILS less than a mile outside 'JURTI' at 2000 ft. It was hectic and slightly rushed; but we had five (plus) miles VIS; and had the field in sight for the entire approach. Due to weather in close proximity to airport and concern for possible windshear; I re-briefed new Vref plus 20 (150 knots) and autobrakes to three.At JURTI; we were already flaps 5; I verbalized and turned off the autopilot/throttles as we intercepted LOC/glideslope; and hand flew the aircraft via HUD. I called gear down; flaps 15; and FO complied. Under 170 knots on glideslope and LOC; I called flaps 25. At approximately 1500 ft and 163 knots; I called flaps 30; landing checklist; but at the same time we experienced a gust; and the FO hesitated due to closeness to flap limit speed. He verbalized this; and I acknowledged that I was slowing the aircraft. At this time we had several additional distractions including a large bright lightning strike three to four miles away just north of BWI; and several other flashes on both sides of aircraft. Also I believe there was a radio transmission that also interrupted us. We had 12 knots of tailwind 1500 ft down to 800 ft and I was completely 'outside' flying the aircraft via HUD; thinking windshear was possible; mentally prepping to execute WS recovery maneuver. I was 'tunnel vision' on flying and landing on Runway 28. We started with light rain; but as we approached the runway; rain increased to moderate but the runway was in sight throughout. At approximately 400 ft-300 ft AGL; we got the caution; 'too low flaps;' which startled us and I immediately looked at the flap indicator (25) then gear (down; three green); brakes (armed green light). I directed the FO to select flaps 30; and Landing check. I verbalized; 'We are not going around in this weather for that; the weather is too bad.' The FO agreed and selected 30. The radar was showing 'red in all forward directions'. However; we did NOT get wind shear; and in fact winds had been fairly steady; a left quartering headwind of eight to ten knots from 800 ft AGL down.I landed normally in the touchdown zone; stopped aircraft and we exited on taxiway G. Taxied to gate in heavy rain; lighting and thunder.


Second narrative: On the glideslope; the Captain called for flaps 30; but; after a short gust; I noticed we were too fast for 30 and the Captain called for flaps 25. The NAV display showed winds at 150/14. As we got closer to the field; the rain was definitely more intense; but the wipers were keeping up and we could still see the runway. As we descended on the approach; the NAV display then showed winds at 150/11. Just then; the Tower calls to report visibility greater than 6000 ft RVR. (I was thinking; 'not up here ....') At the same time; we should have configured to flaps 30. I believe we were both fixated on just seeing the runway; and distracted by the ATC call; and neglected to run the before landing checklist. Between 200-300 ft we heard 'too low flaps.' I looked at the flap gauge and noticed we were still at flaps 25. I called go-around; but the Captain continued toward the runway and called for flaps 30. After seeing he was committed; lighting strikes occurring all around us and as low as we were; I ran the flaps to 30 and we landed uneventfully.


Synopsis: Medium transport flight crew; distracted by weather conditions and lightning on final approach; missed the setting of flaps 30 until reminded by a too low flaps warning. Crew selected flaps 30 and landed.