Date: 201505
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Started with a late departure due to ATC estimated departure clearance time for the flight to the East Coast from the West Coast. Did significant vectoring enroute. Nearing ZZZ we entered holding. Fuel was a concern which we voiced. Upon leaving hold we were assigned another hold. We declared minimum fuel and stated that upon arrival at fix we would be unable to accept hold and would proceed to alternate airport. The Flight Attendant then called with a possible medical emergency. Captain spoke with Flight Attendant; I managed ATC and flying pilot. When we hit holding fix Captain asked for direct to alternate airport. While configuring for alternate airport; we were advised that destination airport could take us without delay. Conversation continued with cabin crew regarding ill passenger; Dispatch notified of alternate; then back to destination; Operations notified about ill passenger. We were then cleared for vectors for ILS. Initial altitude given was 2900 ft. We were given approach clearance vector of approximately 90 degree intercept; descend to 1900 ft and cleared approach. While turning/configuring; localizer captured; but glide slope was slightly below. I selected vertical speed to capture glide slope but neglected to pull the knob. Aircraft maintained altitude and glide slope sank. I disconnected auto pilot and descended to capture glide slope. Descent rate was over company mandated rate at 1000 ft. With fuel now less than 5000 pounds; a go-around did not appear to be the safest course of action. Stabilized approach was regained at 800 ft for the remainder and an uneventful landing accomplished. Paramedics were waiting at gate and passenger left without need for services. Also; Captain was very new to aircraft. Fine job though. We obviously had numerous distractions and concerns occurring simultaneously. The flight would have been a non-event if not for the sharp intercept on final. Between configuring the aircraft and intercepting the approach I/we were task saturated with configuring/monitoring/running landing checklist etc. Everything occurred simultaneously. My mishandling of the vertical speed knob complicated the situation even more. This is a tight approach with the proximity to the city; you are intercepting and cleared for the approach near the FAF. Improvement would be to intercept farther out and allow time for configuration and stabilization.


Second narrative: We had an ATC delay of 1.5 hours. The routing for the flight was unusually long; over DFW and Atlanta which added to our flying time. I had additional fuel added for the reroute. About an hour before landing; we were given a 45 minute hold south of ZZZ. 30 minutes into the hold; I declared minimum fuel. We held for a few more minutes and then were cleared to exit the holding and proceed on the arrival to ZZZ. After a few more minutes; ATC informed us that ZZZ was not taking any arrivals. We asked about our alternate; and was told that was unavailable. We were given a heading for ZZZ1. We started the turn to ZZZ1 and was told that ZZZ would now take us. We continued to ZZZ and had enough fuel to get to ZZZ plus reserve and alternate. To my surprise; we burned additional fuel that put us below reserve and alternate. First Officer was pilot flying and was cleared for the ILS. TRACON dropped us off a bit high and close on the approach. The First Officer armed approach but the aircraft didn't capture since we were capturing glide slope from above. The aircraft leveled off and very quickly went from 1/2 dot high to 2 dots high. We were in IMC at 2000 ft. First Officer turned off autopilot and continued descent. I put the flight director into vertical speed mode but we ended up at 1000 ft about 1 dot high and did not capture the glide slope until about 800 ft. At 1000 ft the First Officer said 'not stable' and I said continue. Our fuel state was now about 400 lbs below reserve and alternate. I had some ground contact also at 1000 ft. I knowingly violated SOP (stable; IMC by 1000 ft) because I did not want to go around and end up in a worse predicament as I felt we were both fatigued and getting low on fuel. Although we were not stable by 1000 ft; I felt that we were never in any danger.I am brand new to the Airbus and next time will take even more fuel until I am more comfortable with the airplane.


Synopsis: A321 flight crew describes a transcontinental flight that is circuitous due to weather and then is assigned holding during the arrival. The flight crew plans a diversion and informs ATC of minimum fuel; at the same time the flight attendants inform of an ill passenger. Clearance to the original destination is then received without delay. The close in ninety degree intercept of the localizer results in an unstabilized approach that is continued to landing.