Quote from
Dozy Wannabe:
"Agreed, but given their fast-and-high state, wouldn't those turns [to adjust track for Rwy 02]
have provided at least some opportunity to slow down and thus manage the descent more precisely, whereas a straight-in to the 34 grass strip make slowing down and managing altitude precisely more difficult?"
As I wrote, there was little scope to increase the track distance from 3.5 nm. A sharp S-turn starting at 200 kts would have been impossible. So, for reasons I have already explained, the switch of runway made no significant difference. Ultimately, the essence of a descent for a direct approach is energy management, particularly on a jet, and energy was too high throughout.
The A320 was/is a conventional, medium-sized jet, perhaps marginally more slippery than a B737. The FBW computerisation makes no difference whatsoever to the mechanics of manoeuvrability or descent management. Ideally (and with a degree of hindsight), the PF should not have accelerated to 200 kt in transit. Having sensibly retained the T/O flap setting of 1+F, he could have maintained 'S' speed (about 182 kt at that weight). In need of drag, the L/G could have been extended about 10 seconds earlier, as soon as the field was in sight, and Flaps 2 simultaneously. But their workload was high, and continuing straight in (rather than joining the airfield circuit) was one of the decisions that they may have been pondering in the years since.