Narrative:

I was PF and the ca was pm. 160 NM prior to top of descent; we sent ACARS request for bur ATIS and landing data. ACARS ATIS was VMC; winds 330-20g27; expect RNAV visual runway 33. We discovered there was no RNAV to runway 33 in jeppesen FD pro so I briefed a visual approach to runway 33. The ca loaded an approach for runway 33. While he loaded the approach for runway 33 he mentioned RNAV to runway 33 was an option in the mcdu menu for bur but we obviously could not select it legally as this approach is not in the jeppfd pro database.I discussed my parameters for energy management; my planned configuration gates and my use of automation; which was auto thrust and autopilot on until the turn from base to final. We descended via the janny 3 RNAV STAR. At approximately position elmrr on the janny 3 ATC issued a heading of generally south for the visual downwind to runway 33. They informed us these would be vectors to the RNAV visual runway 33. We reported to ATC we did not have the RNAV visual runway 33 approach plate and we would accept vectors to the visual runway 33. The descent profile and configuration to downwind for runway 33 was as-briefed. Aircraft configuration on downwind was speed 190; flaps 1. My briefed plan was to be on the approach at 1500 ft fully configured. Past the runway abeam point ATC issued a turn to base which put us inside the approach by approximately 1-1.5 miles. I dialed speed to 170; called for flaps 2 and gear down. The ca recommended managed speed so I pushed for managed speed and called for configuration to flaps full. The ca completed the before landing checklist and asked if I had the preceding aircraft on short final in sight to which I responded affirmative. The ca reported to ATC we were visual with preceding aircraft and ATC cleared us to land. Half way through the base turn at approximately 1300 we received a 'caution terrain; caution terrain' voice alert. I immediately clicked off the autopilot via the sidestick; increased the bank to approximately 15-20 degrees toward the landing runway and applied aft stick pressure to arrest the descent. I then received a 'speed; speed' voice alert. I clicked the instinctive disconnect button on the trust levers and advanced thrust to what I believed was the climb detent. I looked at the fmas and saw the a. Floor FMA. The ca stated 'I have control of the aircraft'. I responded 'you have control'. I looked back at the FMA and saw the toga lk FMA. The ca leveled the wings; pulled the power back; pushed the instinctive disconnect button and established vapp. He established the aircraft on final at approximately 3 miles and 1000 feet. From this point on the approach was SOP and in full compliance with stabilized approach criteria. The ca and I have fully debriefed this event.post-flight I happened to meet the aircrew from the preceding aircraft we followed into bur that night. That ca commented they have all the RNAV approaches to bur runways and noted how challenging night visual approaches are into this airport. I accessed the jeppesen website; selected bur and discovered the RNAV visual runway 33 approach is in the jeppesen database among several other RNAV approaches to this airport.

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Original NASA ASRS Text

Title: A319 flight crew reported getting low and slow during a night visual approach to Runway 33 at BUR. The Captain assumed control for the final approach and landing.

Narrative: I was PF and the CA was PM. 160 NM prior to top of descent; we sent ACARS request for BUR ATIS and landing data. ACARS ATIS was VMC; winds 330-20G27; expect RNAV visual RWY 33. We discovered there was no RNAV to RWY 33 in Jeppesen FD PRO so I briefed a visual approach to RWY 33. The CA loaded an approach for RWY 33. While he loaded the approach for RWY 33 he mentioned RNAV to RWY 33 was an option in the MCDU menu for BUR but we obviously could not select it legally as this approach is not in the JeppFD PRO database.I discussed my parameters for energy management; my planned configuration gates and my use of automation; which was auto thrust and autopilot on until the turn from base to final. We descended via the JANNY 3 RNAV STAR. At approximately position ELMRR on the JANNY 3 ATC issued a heading of generally South for the visual downwind to RWY 33. They informed us these would be vectors to the RNAV Visual RWY 33. We reported to ATC we did not have the RNAV visual RWY 33 approach plate and we would accept vectors to the visual RWY 33. The descent profile and configuration to downwind for RWY 33 was as-briefed. Aircraft configuration on downwind was speed 190; flaps 1. My briefed plan was to be on the approach at 1500 ft fully configured. Past the runway abeam point ATC issued a turn to base which put us inside the approach by approximately 1-1.5 miles. I dialed speed to 170; called for flaps 2 and gear down. The CA recommended managed speed so I pushed for managed speed and called for configuration to flaps full. The CA completed the before landing checklist and asked if I had the preceding aircraft on short final in sight to which I responded affirmative. The CA reported to ATC we were visual with preceding aircraft and ATC cleared us to land. Half way through the base turn at approximately 1300 we received a 'caution terrain; caution terrain' voice alert. I immediately clicked off the autopilot via the sidestick; increased the bank to approximately 15-20 degrees toward the landing runway and applied aft stick pressure to arrest the descent. I then received a 'speed; speed' voice alert. I clicked the instinctive disconnect button on the trust levers and advanced thrust to what I believed was the CLB detent. I looked at the FMAs and saw the A. FLOOR FMA. The CA stated 'I have control of the aircraft'. I responded 'you have control'. I looked back at the FMA and saw the TOGA LK FMA. The CA leveled the wings; pulled the power back; pushed the instinctive disconnect button and established Vapp. He established the aircraft on final at approximately 3 miles and 1000 feet. From this point on the approach was SOP and in full compliance with stabilized approach criteria. The CA and I have fully debriefed this event.Post-flight I happened to meet the aircrew from the preceding aircraft we followed into BUR that night. That CA commented they have all the RNAV approaches to BUR runways and noted how challenging night visual approaches are into this airport. I accessed the Jeppesen website; selected BUR and discovered the RNAV visual RWY 33 approach is in the Jeppesen database among several other RNAV approaches to this airport.

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.