It appears the possible requirement for 1000 feet per minute down at the FAF to catch the profile was part of the canned briefing read by the PF:
04:25:47.0 HOT-1
and in the last note. select profile and verify P descent on an ILS
glideslope out approaches or localizer approaches when the VNAV
path crosses the final approach fix below the FAF minimum altitude.
start a one thousand feet per minute descent at the FAF and
immediately select profile mode to capture the path.
Would this possibly apply in the LOC 18 or does the path automatically cross BASKIN at 2300 as depicted on the chart? Some Boeings have an autothrottle surge that can occur on a computed VNAV path descent due to slight discrepancies between the calculations and charted crossing restrictions.
Does it look like they missed the fact that they could descend down to 2300 from 2500 when established on the localizer inbound to BASKIN? If they were at 3000 eleven miles from Baskin they should have been able to cross BASKIN at 2300 easily since COLIG is on profile 8.1 miles before BASKIN at 3500.
Playing catchup from above in a widebody is no fun on an ILS, harder on a non-precision since you need to be fully configured and on speed prior to the FAF on most aircraft.
It's been quite a while since I've flown an A306, would there be path guidance out to COLIG if the FO had sequenced the approach correctly? Could the crew capture the profile prior to BASKIN? Would there be guidance but no capture with a discontinuity in the box before the approach?
Should the crew have briefed a D-DA of 1250 instead of a DA of 1200? That one may depend on UPS Ops Specs for the A300.