Narrative:

Regional approach: 'flight XXX maintain 250 knots until further advised; I will call your speed reduction'regional approach: 'flight XXX maintain 220' (we were about 15 miles out but it was the intercept angle that was suspect; normally in dfw they clear you for a visual but still give you a heading--which is what I was expecting)regional approach: 'flight XXX maintain 180 to a five mile final cleared visual approach 18L' (problem was they had us on a 80 degree intercept)fcp altimeter setting inadvertently set to 1000 ft. Regional approach: 'flight XXX low altitude alert--check your altitude' (I know the formula for their computer is calculated not only on a hard altitude but also descent rate--ours was high)I had already realized we were not capturing the intended altitude of 2300 ft. (We were intercepting about a mile inside of udall) and was leveling off immediately before they even called us at or above 1500 ft (flight path; airport an runway all well in sight); but we had a high descent rate in an effort to get down and slow down. All visual cues were in sight while continuing but we were still fast due to the 220 and trying to slow before the turn which led to a slight overshoot but not severe. Pushed managed speed to slow to vapp but airplane was not slowing for some reason (already had gear down and Flaps1). Discussion ensued on if approach was activated; etc. I disconnected auto thrust and airplane slowed nicely but not being accustomed to flying without at anymore and did not have a good feel for it and we got slow--once again I immediately corrected but we did get the speed caution at the same time I was aggressively correcting but we did not approach a stall (alpha floor was not reached or we would have seen toga which would have resulted in a go around). Stabilized approach parameters (VFR) reached prior to 500 ft. 'Stable' callout made and landed. Should have requested an extended downwind and not accepted the assigned speeds with an 80 degree intercept. Fatigue certainly a casual factor--inconsistent rest for all night flying.

Related reports:

Google
 

Original NASA ASRS Text

Title: A321 flight crew reported becoming unstabilized during approach after being asked by ATC to keep their speed up. When managed speed was selected the aircraft did not slow down; so the autothrust was selected off. At 1000 AGL; ATC issued a low altitude alert and the aircraft announced a low energy warning. The aircraft was stable by 500 feet and a normal landing ensued.

Narrative: Regional Approach: 'Flight XXX maintain 250 knots until further advised; I will call your speed reduction'Regional Approach: 'Flight XXX maintain 220' (we were about 15 miles out but it was the intercept angle that was suspect; normally in DFW they clear you for a visual but still give you a heading--which is what I was expecting)Regional Approach: 'Flight XXX maintain 180 to a five mile final cleared visual approach 18L' (problem was they had us on a 80 degree intercept)FCP altimeter setting inadvertently set to 1000 ft. Regional Approach: 'Flight XXX low altitude alert--check your altitude' (I know the formula for their computer is calculated not only on a hard altitude but also descent rate--ours was high)I had already realized we were not capturing the intended altitude of 2300 ft. (we were intercepting about a mile inside of UDALL) and was leveling off immediately before they even called us at or above 1500 ft (flight path; airport an runway all well in sight); but we had a high descent rate in an effort to get down and slow down. All visual cues were in sight while continuing but we were still fast due to the 220 and trying to slow before the turn which led to a slight overshoot but not severe. Pushed managed speed to slow to Vapp but airplane was not slowing for some reason (already had Gear Down and Flaps1). Discussion ensued on if approach was activated; etc. I disconnected Auto Thrust and airplane slowed nicely but not being accustomed to flying without AT anymore and did not have a good feel for it and we got slow--once again I immediately corrected but we did get the speed caution at the same time I was aggressively correcting but we did not approach a stall (Alpha floor was not reached or we would have seen TOGA which would have resulted in a GO Around). Stabilized approach parameters (VFR) reached prior to 500 ft. 'Stable' callout made and landed. Should have requested an extended downwind and not accepted the assigned speeds with an 80 degree intercept. Fatigue certainly a casual factor--inconsistent rest for all night flying.

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.