BP - The 1-11 was quite different. The swiftest approach was a straight in out of the Berlin corridor on 27L at HAJ. 333kts (Vno) to 1500' established on the localiser, as the glide path twitched, full speed brake, lower the gear at limiting speed and select flap with one hand whilst raising the speed brake with the other (the two were not allowed together) then the rest of the flap on schedule and engines spooled up by 300'. Even a normal approach rarely saw the gear down before 1000'.
Had QARs been in existence then, the guys at the monitoring office would have had a thrombosis at regular intervals.
The big difference was CAT2 (possibly 3a eventually?). Due to the fact that the aircraft only had one autopilot with duplex monitors a stable approach was necessary to have an even chance of the autopilot staying engaged. However it worked well in genuine conditions when I had to use it!
The training management did have some peculiar ideas though, SOPs called for a flare followed by a slight push to set the aircraft down gently. In fact this technique normally produced a gripper like arrival and pilots soon found out that it could be flared like any other type and landed smoothly.
An amusing training deficiency (possibly apocryphal) came to light when a newly converted crew both from the Viscount who had done all their line training in Berlin below FL180 launched themselves on a LHR-MUC mission around FL330. On landing they wrote in the tech log that the high speed warning bell was incorrectly set as it kept going of around 240kts instead of 333kts and the aircraft would not accelerate. They had never been mach limited before! All crews were assigned at least one "high altitude" flight thereafter on training.