Narrative:

We were on the filed the [RNAV] arrival into ZZZ. On initial ZZZ approach contact we were given descend via the arrival and ILS runway xy (which was on the ATIS and briefed). The pilot monitoring (first officer) dialed down to 6;000 feet. After we began the descent; we had a frequency change where the controller gave the flight in front of us and then us instructions to cross zzzzz at 14;000 [feet] and expect ILS xxr. This was so far outside the arrival I believed there must be some event they were moving us for in such a rapid succession. There may have been a speed given also (310 kts). This brought us thousands of feet above path (chart says--zzzzz at 280 kts; between FL200 and 17;000 [feet]). The flight in front of us was given the same possible; yet maximum effort slam dunk down to 14;000 [feet]. We were descending around 310 kts to reach zzzzz at 14;000 [feet]. The wording on crossing zzzzz was ambiguous enough the first officer dialed in 14;000 [feet] and then returned it to 6;000 [feet] (the bottom altitude) which I wasn't comfortable with and directed the altitude back to 14;000 [feet] until clarification of instructions could be accomplished. As the first officer asked ATC for clarification; we were given a frequency change. Upon check-in of the next frequency; the first officer stated aircraft X is descending to cross zzzzz at 14;000 [feet]; then asked if we were still cleared to descend via the arrival down to 6;000 [feet]. The new ATC voice stated turn right to a heading and direct ZZZZZ1 to resume the arrival. To the best of our recollection he also stated slow to 280 at this point (which is on the arrival anyway; so in the box). We were now given expect ILS xxr. Being above 18;000 [feet] I initiated another runway change and had already pulled landing data for both [runway] xy and xxr. (In cruise while accomplishing our arrival brief; I discussed the possibility of runway change as we were coming to a gate on the north side of ZZZ.)the best recollection at this point was another frequency change with a check-in. Upon contact we were given RNAV (area navigation) Y runway xy. The first officer had pulled up the RNAV Y xy but not executed it until I verified. As I was now heads down trying to verify the routing with new approach; the controller stated 'aircraft X radio check' to which I stated ya; go ahead or something near that. He said I have been trying to contact you as I show a cell of moderate or extreme (can't remember) precipitation in about 10 miles. As we were descending to cross this fix at maximum descent; I looked out to see a white puffy cumulonimbus coming up directly in front of us as we were almost leveling out at the 14;000 [feet]. We were somewhere around 16;000 [feet] almost leveling off at the 14;000 [feet]. This cell was somewhere between 16;000-15;000 [feet] over the shoreline on the vector to head direct to ZZZZZ1. This was a line of cotton shaped cells along the shore line. Not large; but probably growing in the morning sun with the humidity. As we punched through; we got 2 bumps which started in the front into whipping the back; tossing flight attendants in the aft around. This possibly took 4-5 seconds total. Both flight attendants in the aft were not seated. The two in front were seated. All passengers were down also; as the final good bye message was completed and seatbelt sign was on. After we came through; it was back to normal as we arrived at 14;000 [feet]. During the bumps; the first officer stated out loud flight attendants take your jumpseats; and I said yes please. The first officer then said over the PA; flight attendants take your jumpseats; flight attendants take your jumpseats. When in the clear; I asked him to contact the back and see who was hurt; hoping for good news. This is when we found out one was in the aft lav and hit her head. The other aft flight attendant later stated she hurt her leg trying to get in the jump-seat but slid down onto the floor. As the firstofficer was receiving the medical news; the same controller now asked how the ride was or how was that? (I was pissed) and stated severe! (It wasn't severe turbulence in the sense of severe; but it was severe as this entire event continued to get worse by these extreme intents. We later discussed the amount of turbulence which would match moderate only). This was all brought on by some nonsensical imposed emergency. I stayed on the radios and flew the plane at that point. The first officer pulled up the RNAV Y xy for me to accept; but had so many different approaches he had to go down 3 pages to find the final approach fix of the RNAV to bring to page 1 and clean up. Now I stated we will no longer be staying on any course and will be diverting around all cells in front of us. This is when we were told we could now expect a visual to [runway] xy. No ILS xy; ILS xxr; RNAV Y xy; but a visual xy. I asked the first officer to type a note to dispatch for medical at the gate. As we taxied to ramp entrance; we asked again if there would be medical waiting. They were on the way. After the passengers deplaned; I went back to see the flight attendant being loaded into an aisle chair with a neck brace on. Whatever emergency brought on this disaster descent; way under assigned and initially flown arrival; must be ferreted out and removed. I hurt flight attendants trying to accommodate their disaster.

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Original NASA ASRS Text

Title: B737 flight crew reported they encountered moderate turbulence on approach causing injuries to crew.

Narrative: We were on the filed the [RNAV] arrival into ZZZ. On initial ZZZ Approach contact we were given descend via the arrival and ILS RWY XY (which was on the ATIS and briefed). The Pilot Monitoring (First Officer) dialed down to 6;000 feet. After we began the descent; we had a frequency change where the Controller gave the flight in front of us and then us instructions to cross ZZZZZ at 14;000 [feet] and expect ILS XXR. This was so far outside the arrival I believed there must be some event they were moving us for in such a rapid succession. There may have been a speed given also (310 kts). This brought us thousands of feet above path (Chart says--ZZZZZ at 280 kts; between FL200 and 17;000 [feet]). The flight in front of us was given the same possible; yet maximum effort slam dunk down to 14;000 [feet]. We were descending around 310 kts to reach ZZZZZ at 14;000 [feet]. The wording on crossing ZZZZZ was ambiguous enough the First Officer dialed in 14;000 [feet] and then returned it to 6;000 [feet] (the bottom altitude) which I wasn't comfortable with and directed the altitude back to 14;000 [feet] until clarification of instructions could be accomplished. As the First Officer asked ATC for clarification; we were given a frequency change. Upon check-in of the next frequency; the First Officer stated Aircraft X is descending to cross ZZZZZ at 14;000 [feet]; then asked if we were still cleared to descend via the arrival down to 6;000 [feet]. The new ATC voice stated turn right to a heading and direct ZZZZZ1 to resume the arrival. To the best of our recollection he also stated slow to 280 at this point (which is on the arrival anyway; so in the box). We were now given expect ILS XXR. Being above 18;000 [feet] I initiated another runway change and had already pulled landing data for both [Runway] XY and XXR. (In cruise while accomplishing our arrival brief; I discussed the possibility of runway change as we were coming to a gate on the north side of ZZZ.)The best recollection at this point was another frequency change with a check-in. Upon contact we were given RNAV (Area Navigation) Y RWY XY. The First Officer had pulled up the RNAV Y XY but not executed it until I verified. As I was now heads down trying to verify the routing with new approach; the Controller stated 'Aircraft X radio check' to which I stated ya; go ahead or something near that. He said I have been trying to contact you as I show a cell of moderate or extreme (can't remember) precipitation in about 10 miles. As we were descending to cross this fix at maximum descent; I looked out to see a white puffy cumulonimbus coming up directly in front of us as we were almost leveling out at the 14;000 [feet]. We were somewhere around 16;000 [feet] almost leveling off at the 14;000 [feet]. This cell was somewhere between 16;000-15;000 [feet] over the shoreline on the vector to head direct to ZZZZZ1. This was a line of cotton shaped cells along the shore line. Not large; but probably growing in the morning sun with the humidity. As we punched through; we got 2 bumps which started in the front into whipping the back; tossing flight attendants in the aft around. This possibly took 4-5 seconds total. Both flight attendants in the aft were not seated. The two in front were seated. All passengers were down also; as the final good bye message was completed and seatbelt sign was on. After we came through; it was back to normal as we arrived at 14;000 [feet]. During the bumps; the First Officer stated out loud flight attendants take your jumpseats; and I said yes please. The First Officer then said over the PA; flight attendants take your jumpseats; flight attendants take your jumpseats. When in the clear; I asked him to contact the back and see who was hurt; hoping for good news. This is when we found out one was in the aft lav and hit her head. The other aft Flight Attendant later stated she hurt her leg trying to get in the jump-seat but slid down onto the floor. As the FirstOfficer was receiving the medical news; the same Controller now asked how the ride was or how was that? (I was pissed) and stated SEVERE! (It wasn't severe turbulence in the sense of severe; but it was severe as this entire event continued to get worse by these extreme intents. We later discussed the amount of turbulence which would match moderate only). This was all brought on by some nonsensical imposed emergency. I stayed on the radios and flew the plane at that point. The First Officer pulled up the RNAV Y XY for me to accept; but had so many different approaches he had to go down 3 pages to find the final approach fix of the RNAV to bring to page 1 and clean up. Now I stated we will no longer be staying on any course and will be diverting around all cells in front of us. This is when we were told we could now expect a visual to [Runway] XY. No ILS XY; ILS XXR; RNAV Y XY; but a visual XY. I asked the First Officer to type a note to Dispatch for medical at the gate. As we taxied to ramp entrance; we asked again if there would be medical waiting. They were on the way. After the passengers deplaned; I went back to see the Flight Attendant being loaded into an aisle chair with a neck brace on. Whatever emergency brought on this disaster descent; way under assigned and initially flown arrival; must be ferreted out and removed. I hurt flight attendants trying to accommodate their disaster.

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.