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.

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Original NASA ASRS Text

Title: 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.

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.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.