Most German approaches specify a mandatory continuous descent technique and low drag approach; their radar vectoring usually facilitates it.
In a rather elderly 4-jet, at a typical aerodrome we used to fly through the overhead (airpace restriction) at 4000 ft aal and 210 KIAS, then descend to 2500. At 7 DME outbound, select flap and slat to the 'take-off' setting and decelerate to 170 KIAS, then at 9 DME, select gear down and start a descending base leg turn to level at 2000 ft and not below Vat + 30. Intercept the localiser, then select approach flap just prior to GP intercept, maintaining not below Vat + 20. At 1500, select land flap and maintain not below Vat + 10 until 200 ft aal, then decel to Vat.
This is quite noisy, so the low drag equivalent with a continuous descent technique becomes:
Through the overhead at 4000 ft aal and 210 KIAS. Maintain this to 9 DME outbound, start the base turn then select flap and slat to the 'take-off' setting, decelerate to 170 KIAS and select gear down on a descending base turn to intercept the GP (but not outside localiser coverage). Keep descending on the GP as the localiser is captured, maintaining 170 KIAS to 4 nm from touchdown, then select flap to approach and subsequently to land, increasing thrust as required to stabilise at not below Vat + 10 until 200 ft aal.
Makes far less noise but is slightly more difficult to fly at the ILS intercept point as things happen rather quickly at that point. Prompt and accurate trimming and thrust management are essential to fly a safe approach from 4 miles - so practice was needed! However, when Wx was close to the limit it was necessary to adopt the 'normal' high drag technique as the autopilot system needed time to stabilise; hence land flap and not below Vat + 10 was established as early as possible on the glideslope after a level segment at 2000 ft aal, giving the autopilot the maximum possible chance to achieve accurate localiser and glideslope tracking with the autothrottles holding the stabilised Vat + 10.
This was in a 35 year old 4-jet with a fairly primitive autopilot system, extremely noisy engines and a 'busy' flight deck. Modern ac such as the Airbus series should be able to cope with low drag continuous descent approaches routinely using AFS/ATS.