Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Physiological - Other; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: 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: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flying straight into the sun; Non-flying Pilot called airport in sight and [we were] cleared for a visual approach. Flying Pilot did not have visual on runway. Approach became slightly high and configured late. Approach was stable and configured at the 500 foot call and landing was made without incident.The sun in the eyes was the main cause; in addition poor communication of the Non-flying Pilot with the flying pilot. If the sun is going to be a blinding factor in the approach; shoot the approach as a typical IMC approach ie ILS or GPS. Brief the Non-flying Pilot not to call visual in sight until both pilots have a visual on the airport.


Second narrative: We were [planning] for the visual backed up with the RNAV. Captain was pilot flying; I was pilot monitoring. Approximately 15 miles out we were on a vector and Tower asked us if we have the airport in sight. I saw the runway but I asked the Captain 'do you want me to call it in sight' [and] his response was 'if you see it; yeah' so we were cleared for the visual. We were still on our heading and about to go past final; so I asked the Captain if he could see the runway. He hesitated then realized he was going through final. This was at a 5 mile final; with our airspeed at 230 knots and flaps 0. He disconnected the autopilot; overshot final in the opposite direction; pulled spoilers; and started calling for flaps 8 and 20 once we are below 200. At 1000 feet above TDZE we had flaps 20 and 180 knots. We were not fully configured until 800 feet; and even then we were still about 20+ knots fast and at power idle. I should have called a go-around but made the mistake not to. I was task saturated with flaps and speeds. I brought up all of this in the debrief.The sun was directly in our eyes; the Captain didn't see the airport until we were going through the 5 mile final. I should have spoken up and called a go-around. I think that I was so caught up in helping the Captain get configured and set airspeeds; I was afraid that he wouldn't go around even if I called for it; and that would have taken up the time that I could have been configuring instead.I; as the First Officer; failed to speak up about doing a go around. In training we watch FOs that don't speak up and think that will never be me; of course I'd say something. Just becoming more aware of how we can all make the mistake of not speaking up.


Synopsis: CRJ-200 flight crew reported configuring late for a visual approach; partly due to flying directly into the sun.