Date: 201705
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was Pilot Flying (PF) for Vectors to Visual. We were stable at 3000'; 210 knots; with flaps 1 on the downwind leg. Weather was Clear Air Visibility Unlimited (CAVU) with light winds. The Controller turned us base abeam [ZZZZZ Intersection] (FAF) then turned us dogleg inside [the FAF]. He cleared us the approach and told us to maintain 170 Knots until 5 mile final. I selected 170 knots; armed the approach; and asked for gear down since we were tight and still fast. The aircraft was going to intercept the localizer with no problem but was above glide slope so I clicked off the autopilot and flight directors then initiated a descent to intercept the GS. I didn't think selecting a lower altitude would get me down fast enough. We were still too fast for flaps 2 so I shallowed the descent to extend flaps 2 and then 3 as the speed allowed. While trying to slow; the aircraft added power then reduced it to idle and then added power a second time so I deselected auto-thrust but did not reduce the power first. As expected; the power continued up towards Climb but I quickly reduced it back to idle. However; all this put us high and fast but we were still above 2000' AGL and it appeared I could get back on the glideslope and slowed. As we approached 1000' we were still above 170 knots but intercepting glideslope; fully configured; and slowing. By 500' we were on glideslope and approach speed with the engines spooled back up so we continued to an uneventful landing. The [data] after the flight said fastest airspeed from 1000' to 100' RA was 173 knots; minimum speed was 131 knots with 133 Vapp. It also said our max descent rate was 1500 fpm and that had to be as I was transiting 1000' and intercepting GS since I didn't notice any high descent rates during the rest of the approach and the Pilot Monitoring (PM) didn't say anything either. Average descent rate was 740 fpm.The root cause was that the Approach Controller turned us base then dogleg inside [the FAF]. I exacerbated the problem by not dialing the speed back before the controller directed it and extending flaps to 2 to reduce my energy. The airplane didn't help by adding power while I wanted to slow and descend and I added to the high energy by not reducing the thrust levers before clicking off the auto thrust as I should have (match and mash). When high and fast; the prudent decision would have been to go-around but we did not do that.If more crews would go around when given tight vectors (as we didn't do) controllers would soon not give those tight vectors. This was not the first time it's happened to me and I suspect it won't be the last.




Synopsis: A319 First Officer reported an unstable approach and landing due to a combination of pilot technique and ATC.