A319
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 173; Flight Crew Type 9767
Situational Awareness
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented
Human Factors
While on a VMC approach to runway 24 right in Cleveland; I was above the glidepath and correcting using flaps then speedbrakes and finally gear. While on the dogleg to that runway; first officer properly asked if I should extend the gear to which I replied not yet. I continued to use the speedbrakes and to extend flaps to position two then extended the landing gear yet still had to maneuver right and left of the centerline course to lose additional altitude in an attempt to get back on profile. By about 1000 feet AGL; the aircraft was back on the centerline and in landing configuration with final flaps three set. Because I was still high on the glidepath I was still using the speedbrakes when I noticed that we were at approximately 700 FT AGL.  I would estimate the maximum airspeed to have been V approach speed +15 knots at that point. Thereafter; speed brakes were retracted and the approach continued. We then received several audio call outs of descent rate between approximately 500-300 FT AGL. I corrected the descent rate and continued to an uneventful landing on a 9000 foot runway. I am not certain where our touchdown was; but it was probably close to the end of the 3000 foot touchdown zone or potentially just outside of it. We turned off on taxiway tango which was the second taxiway from the end of runway 24 right.
Over Lake Erie; approximately 10-15 miles from CLE; we were level at 4;000ft. We reported the airport in sight; and were cleared for the visual approach to Runway 24R. We were told to maintain 3;000 until 6.5 DME; which is approximately JEDSU; the final approach fix. It was clear skies and light winds; and we had planned for a Flaps 3 landing. We were at 250kts; about 6.5 miles out at 3;000ft. No specific speed was assigned; and I did not realize we were still at 250kts until that point. The captain was hand flying; and leveled off to slow the airplane down. We were now very high on the approach. We extended the gear and the captain asked me to tell the tower that we will be doing a s-turn to the north. We did a large s-turn to the right; and were able to get to flaps 2; but we were still very high. The captain had full speed brakes out. We were able to slow to flaps 3. Around 1000ft; I did the Landing checklist; but said that we were still waiting on the Speed Brakes.Inside of 1000ft; the speed brakes were still out and we received at SPD BRK STILL OUT ECAM. We received a 'SINK RATE; SINK RATE' GPWS warning as well. We were still high. Sometime after 1;000ft; the speedbrakes were stowed. Before landing; we received one more 'SINK RATE' GPWS warning. I do not know our rate of descent on the VSI; but we were better on our approach path. We landed near the end of the touchdown zone and turned off the runway.
A319 flight crew reported flying an unstabilized approach to landing.