Narrative:

On approach to runway 36L at clt; first officer with low A320 type experience flying and ca with 10 months in type as pilot monitoring. Vectored to relatively short final by ATC and asked if filed in sight. Ca confirms with first officer and visual approach accepted to follow rj traffic. Given turn towards runway with go down/slow down clearance; resulting in intercepting glide slope from above. First officer having minor trouble with intercept and stabilization. Ca suggests use of down vertical speed knob which was used and aircraft within stable limits at 1000 ft AGL. First officer continued to have minor issues with slowing and staying on glide slope/localizer; however not unsafe in ca's opinion. Reset of both FD and ls pb's after first officer request at about 750 ft afl while also transitioning to PAPI. Ca notices preceding traffic slow in clearing runway 36L and while distracted; GPWS 'glide slope' is heard. First officer suggests go around; ca states not yet and then states first officer should continue once he sees preceding traffic clear runway 36L. No statements from tower and uneventful landing; rollout and taxi to gate. Issues debriefed.primarily; the cause for the events described above was due to the tight turn in by ATC and relatively long time on the runway for the preceding traffic. The contributing factor was first officer inexperience/proficiency.better spacing by ATC; not 'packing them in' as intensely. First officer had been on the 190; is new to the 320 and still on probation due to military leaves he has taken; as ca understood. Flying proficiency is where ca expected it to be with first officer's experience. In the [military aircraft the first officer flies]; most of the flying is not on instruments and on the 320; intercepting the glide slope from above takes practice and proficiency. It's not easy to get that practice on the line and given that ca saw no safety issues with complete VMC and ca familiarity/comfort level with runway 36L at clt; ca felt letting first officer work through the minor deviations first officer had and not taking the airplane or commanding a go around made complete sense to ca and do not compromise safety at all. More practice for new first officer's on the 320 with intercepting the glide slope from above is a must and it may also be that with military leave gaps such as with this situation; sending the pilot to a landings simulator would be prudent. That should be based upon length of gap and monitored by chief pilot.

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Original NASA ASRS Text

Title: A319 Flight Crew reported communications breakdown between pilot monitoring and pilot flying during approach.

Narrative: On approach to RWY 36L at CLT; FO with low A320 type experience flying and CA with 10 months in type as Pilot Monitoring. Vectored to relatively short final by ATC and asked if filed in sight. CA confirms with FO and visual approach accepted to follow RJ traffic. Given turn towards runway with go down/slow down clearance; resulting in intercepting glide slope from above. FO having minor trouble with intercept and stabilization. CA suggests use of down vertical speed knob which was used and aircraft within stable limits at 1000 ft AGL. FO continued to have minor issues with slowing and staying on glide slope/localizer; however not unsafe in CA's opinion. Reset of both FD and LS Pb's after FO request at about 750 ft AFL while also transitioning to PAPI. CA notices preceding traffic slow in clearing RWY 36L and while distracted; GPWS 'glide slope' is heard. FO suggests go around; CA states not yet and then states FO should continue once he sees preceding traffic clear RWY 36L. No statements from tower and uneventful landing; rollout and taxi to gate. Issues debriefed.Primarily; the cause for the events described above was due to the tight turn in by ATC and relatively long time on the runway for the preceding traffic. The contributing factor was FO inexperience/proficiency.Better spacing by ATC; not 'packing them in' as intensely. FO had been on the 190; is new to the 320 and still on probation due to Military Leaves he has taken; as CA understood. Flying proficiency is where CA expected it to be with FO's experience. In the [military aircraft the First Officer flies]; most of the flying is not on instruments and on the 320; intercepting the glide slope from above takes practice and proficiency. It's not easy to get that practice on the line and given that CA saw no safety issues with complete VMC and CA familiarity/comfort level with RWY 36L at CLT; CA felt letting FO work through the minor deviations FO had and not taking the airplane or commanding a go around made complete sense to CA and do not compromise safety at all. More practice for new FO's on the 320 with intercepting the glide slope from above is a must and it may also be that with Military Leave gaps such as with this situation; sending the Pilot to a landings simulator would be prudent. That should be based upon length of gap and monitored by Chief Pilot.

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.