Narrative:

First officer (first officer) flying. Approach turned us high on base leg and cleared us for a visual to runway X. First officer disconnected all automation (including autothrust). He had previously briefed me that he was going to do that for proficiency. He began to slow to final approach speed and called for gear and flaps on schedule. I saw we were high and requested s-turns from the tower which was approved. We slowed to final approach speed all configured for landing and completed the landing checklist. We continued the s-turns to lose altitude but had a high sink rate due to the altitude. We both discussed deviations and corrections during the approach and communicated well to get the approach stabilized with plenty of time for a normal landing in the touchdown zone at the appropriate speed. Event occurred because of a high turn to base and all automation being disconnected which is a little out of the ordinary in this aircraft. Potential additional factor is that this was the fourth 'stand-up' overnight in a row for me and the third for the first officer. Although we were running on schedule this trip; the accumulated fatigue; short rest time; and [early morning] departure could possibly slow reaction time and affect decision-making.I think probably a wider turn to final or a longer downwind to lose altitude would have been the best option. After the sink rate did not improve a go-around would have been prudent. An earlier intercept of the VASI or electronic glide path would have prevented the high sink rate. Also thinking a little more ahead and maybe leaving some of the automation on for better vertical guidance.

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Original NASA ASRS Text

Title: An A319 First Officer disconnected all automation including autothrust to practice a manual visual approach; but got high on profile. S-turns along with a high sink rate were required to attain a normal profile before landing on speed in the landing zone. Fatigue was an issue.

Narrative: First Officer (FO) flying. Approach turned us high on base leg and cleared us for a visual to Runway X. FO disconnected all automation (including autothrust). He had previously briefed me that he was going to do that for proficiency. He began to slow to final approach speed and called for gear and flaps on schedule. I saw we were high and requested S-turns from the tower which was approved. We slowed to final approach speed all configured for landing and completed the landing checklist. We continued the S-turns to lose altitude but had a high sink rate due to the altitude. We both discussed deviations and corrections during the approach and communicated well to get the approach stabilized with plenty of time for a normal landing in the touchdown zone at the appropriate speed. Event occurred because of a high turn to base and all automation being disconnected which is a little out of the ordinary in this aircraft. Potential additional factor is that this was the fourth 'stand-up' overnight in a row for me and the third for the first officer. Although we were running on schedule this trip; the accumulated fatigue; short rest time; and [early morning] departure could possibly slow reaction time and affect decision-making.I think probably a wider turn to final or a longer downwind to lose altitude would have been the best option. After the sink rate did not improve a go-around would have been prudent. An earlier intercept of the VASI or electronic glide path would have prevented the high sink rate. Also thinking a little more ahead and maybe leaving some of the automation on for better vertical guidance.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.