Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Training / Qualification
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Coming into ZZZ on an A321. Approach had us slow down to 160 kts so I did and asked for flaps 3 out of sequence. We were left high when cleared to descend. It was about 5;000 feet so we had to hustle down to get the glide slope. We were also turning onto localizer so it was busy. I used spoilers to help get down. When I brought the spoiler handle out; I saw a yellow ECAM for spoilers. So I pulled open descent; thinking maybe power had added with auto thrust. And I took AP (Autopilot) off to go full spoilers.Again; we got the yellow ECAM for spoilers. As I'm pitching down; I see the speed increasing slowly towards 170 and 175 kts. It's clear spoilers are not out. So I ask for gear down. On the SD page once gear is down; it is clearly visible that spoilers were not deployed. I retracted the spoilers handle. With gear down; I got the speed back to 160 kts. On profile configured flaps full and landed just fine. I managed the approach [well] enough in that I made it configured and stable with ample time. The approach was fine and was fully stable even before 1;000 AGL.But I feel disturbed. I'm the CA (Captain); I should have known that spoilers are inhibited after flaps 2 on the A321. But that does not ring a bell. So; I began digging. I remember and found the only training we got when the A321 came online. It was a document titled; 'A321 EIS Differences.' EIS being Entry into Service. This document explained all the differences for the A321 when it came out. And I was shocked to see that in this training document; there is absolutely no mention of any spoiler differences. There is no slide in that document that explains how the spoiler logic is different in the A321 versus the A320/319.This is a serious oversight! Now I fully accept that as Captain; I'm supposed to know my plane. It is my fault for not knowing. And I do see now that buried deep in the manuals; FCOM Flight Control Architecture; it says A321 spoilers are inhibited with flaps FULL and Configuration 3. And of course for A320/319 they are inhibited for flaps full. Flaps 3 are okay for spoiler use for A320/319. But my point is; we were provided an official document as our FAA-approved differences training. The A321 EIS Differences made no mention whatsoever of spoilers being inhibited after flaps 2. They are inhibited with flaps 3 and flaps full for the A321.I text every 6 different CAs here who I know; trust; and flew with as FO (First Officer); and all 5 had no idea either! See recommendations below: RECOMMENDATIONS...... 1. Please update the A321 differences training pdf file and put a new page that shows spoiler differences for A321 versus A319/320. This is a huge difference as it pertains to flight control differences. It would seem to be an overlook for not putting it into the differences training. 2. My second recommendation is to send an email / bulletin to remind current Airbus pilots that spoiler use isn't available after flaps 2. That spoilers are inhibited on BOTH flaps 3 and flaps full for the A321. To reiterate; there are quite a few pilots I've talked to on the line and all of them didn't know this either. And in all likeliness; this is because it wasn't in our 321 Differences training.




Synopsis: A321 Captain reported that confusion in flap and spoilers settings and operations resulted in aircraft being too fast on final approach.