Narrative:

We were cleared to 2;000 feet then cleared to intercept the localizer Z 9R into phl. The ca (captain) was flying. I was pilot monitoring. We were then cleared for the approach; outside of kelee; fully configured with the flaps at 3 with the flight spoilers armed and the landing checklist complete. I saw the ca reach for what I thought was the appr button to arm the approach; I looked down to switch the frequency to tower; who then cleared us to land. I did not reconfirm that the appr button was pushed. I heard the ca say 'we are too high; autopilot off' [and]disconnected the autopilot. We were inside kelee just below 2;000 feet. I was monitoring and saw the airspeed trend vector heading down past the lowest selectable and said 'airspeed; get your nose down'. Then I saw the airspeed start to drop into the amber hook; I said again 'airspeed; get your nose down'. I saw autothrust was disengaged and I pushed the button it did not re-engage. I looked at the engine gauges and realized the ca had pulled the thrust levers out of the climb detent. As I realized this; the ca said 'what's happening' and we got a master caution for airspeed. I said 'my aircraft'. The ca said 'your aircraft' and proceeded to call out my descent rate. I kept it at 900 feet per minute and hand flew on the visual glide path and crosschecked with glideslope. I immediately; upon taking the aircraft; pushed the thrust levers back to the climb detent and re-engaged auto thrust. I decided the safest course of action was to get the aircraft on the ground safely. I pitched the nose down to both descend and increase airspeed while the engines spooled back up. I then heard another ding and saw flight control miss comp. I glanced down to re-engage the ground spoilers as well. I then landed slightly past the aiming points and the ca started talking about getting the airplane stopped before I had put the nose wheel down. I finished landing and brought the aircraft to a safe slow speed before we transferred controls to taxi to [the] gate. I believe this event occurred because the ca has been away from flying for 3 years and is new to the airbus. I believe the ca did not receive enough time with an instructor flying the line in the airbus. Also; had I caught that the appr button was not pushed initially; this might have helped avoid the initial issue of being slightly high.when a pilot comes back to flying after having been out for an extended period of time; 12 hours of line check may not be enough time to help the pilot get comfortable in the aircraft. I believe training in the simulator demonstrating what happens when the thrust levers are taken out of the climb detent on the airbus would prevent this from happening on the line.

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Original NASA ASRS Text

Title: During the initial approach phase; the Captain of this A321 crew becomes confused as to why the aircraft is not performing correctly and at the First Officer's command; relinquishes control to the First Officer to safely land the aircraft.

Narrative: We were cleared to 2;000 feet then cleared to intercept the Localizer Z 9R into PHL. The CA (Captain) was flying. I was Pilot Monitoring. We were then cleared for the approach; outside of KELEE; fully configured with the flaps at 3 with the flight spoilers armed and the landing checklist complete. I saw the CA reach for what I thought was the APPR button to arm the approach; I looked down to switch the frequency to Tower; who then cleared us to land. I did not reconfirm that the APPR button was pushed. I heard the CA say 'we are too high; autopilot off' [and]disconnected the autopilot. We were inside KELEE just below 2;000 feet. I was monitoring and saw the airspeed trend vector heading down past the Lowest Selectable and said 'airspeed; get your nose down'. Then I saw the airspeed start to drop into the amber hook; I said again 'airspeed; get your nose down'. I saw autothrust was disengaged and I pushed the button it did not re-engage. I looked at the engine gauges and realized the CA had pulled the thrust levers out of the climb detent. As I realized this; the CA said 'what's happening' and we got a Master Caution for airspeed. I said 'my aircraft'. The CA said 'your aircraft' and proceeded to call out my descent rate. I kept it at 900 feet per minute and hand flew on the visual glide path and crosschecked with glideslope. I immediately; upon taking the aircraft; pushed the thrust levers back to the climb detent and re-engaged auto thrust. I decided the safest course of action was to get the aircraft on the ground safely. I pitched the nose down to both descend and increase airspeed while the engines spooled back up. I then heard another ding and saw Flight Control Miss Comp. I glanced down to re-engage the ground spoilers as well. I then landed slightly past the aiming points and the CA started talking about getting the airplane stopped before I had put the nose wheel down. I finished landing and brought the aircraft to a safe slow speed before we transferred controls to taxi to [the] gate. I believe this event occurred because the CA has been away from flying for 3 years and is new to the Airbus. I believe the CA did not receive enough time with an instructor flying the line in the Airbus. Also; had I caught that the APPR button was not pushed initially; this might have helped avoid the initial issue of being slightly high.When a pilot comes back to flying after having been out for an extended period of time; 12 hours of line check may not be enough time to help the pilot get comfortable in the aircraft. I believe training in the simulator demonstrating what happens when the thrust levers are taken out of the climb detent on the Airbus would prevent this from happening on the line.

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.