Narrative:

We left holding 20 south of vcn with approx 7200 lbs fuel which would normally have been adequate. Weather was light turbulence with rain showers. We were cleared to 2000 and eventually slowed to 180K requiring flaps one approaching downwind north of runway. Wind in the downwind was westerly at about 60 knots and the downwind extended for 30 miles. We were then vectored onto base leg across the localizer and then given a turn to intercept from the south and told to intercept localizer. There were reports of moderate turbulence in vicinity of the LOM. At this point; we were below target arrival fuel due to configuration and long downwind and estimated landing with approximately 5000 pounds. Now; due to strong tailwind we were rapidly approaching the LOM and glideslope was alive but by time we were cleared for approach we were high on glideslope. We lowered gear and flap 3 and used spoilers to get down. Outside of the LOM we were still almost 1 dot high and correcting and then hit moderate turbulence with abrupt speed and pitch variations slowing the descent momentarily. However; we were able to see the runway at this point and elected to continue visually. I elected to disconnect the autopilot and by 1000 feet was on an acceptable glide path. Our speed was high but I knew the wind would be coming around to an almost direct headwind and with good contact with the runway; could have requested an south turn if need be. By 500ft; aircraft was stable and we landed normally. Due to our fuel situation; I felt pressure to continue the approach and land. Even though we could have done so; I would have been very uncomfortable having to go-around with the amount of fuel we had and in my assessment; a go around would have been a last resort. Also; too often we try to work with ATC to keep the flow going. We were probably approaching the LOM with a ground speed in excess of 200K and should not have accepted the assigned speed.

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Original NASA ASRS Text

Title: An Airbus flight crew encountered a borderline unstabilized approach condition due to ATC speed control and vectoring and turbulence at the LOM. Their preference for a go around was compromised by a low fuel condition.

Narrative: We left holding 20 south of VCN with approx 7200 lbs fuel which would normally have been adequate. Weather was light turbulence with rain showers. We were cleared to 2000 and eventually slowed to 180K requiring flaps one approaching downwind north of runway. Wind in the downwind was westerly at about 60 knots and the downwind extended for 30 miles. We were then vectored onto base leg across the localizer and then given a turn to intercept from the south and told to intercept localizer. There were reports of moderate turbulence in vicinity of the LOM. At this point; we were below target arrival fuel due to configuration and long downwind and estimated landing with approximately 5000 pounds. Now; due to strong tailwind we were rapidly approaching the LOM and glideslope was alive but by time we were cleared for approach we were high on glideslope. We lowered gear and flap 3 and used spoilers to get down. Outside of the LOM we were still almost 1 dot high and correcting and then hit moderate turbulence with abrupt speed and pitch variations slowing the descent momentarily. However; we were able to see the runway at this point and elected to continue visually. I elected to disconnect the autopilot and by 1000 feet was on an acceptable glide path. Our speed was high but I knew the wind would be coming around to an almost direct headwind and with good contact with the runway; could have requested an S turn if need be. By 500ft; aircraft was stable and we landed normally. Due to our fuel situation; I felt pressure to continue the approach and land. Even though we could have done so; I would have been very uncomfortable having to go-around with the amount of fuel we had and in my assessment; a go around would have been a last resort. Also; too often we try to work with ATC to keep the flow going. We were probably approaching the LOM with a ground speed in excess of 200K and should not have accepted the assigned speed.

Data retrieved from NASA's ASRS site as of April 2012 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.