I agree completely with Mr.BA. Many factors dictate your approach configuration.
I fly the PSS A320.
In optimal conditions and without ATC restrictions, I will slow down from 250 knots to green dot speed (usually 210kias depending on weight) about 22nm away from runway. At 15nm, I should have slowed down to green dot speed and I will start throwing out flap 1. This is also about when I will intercept the localiser, if I am flying an ILS approach.
A320 standard procedure is to intercept localiser before glideslope for an ILS approach.
Flaps 2 and 3 will be used about 8-12nm away, depending on situation/speed. Flaps full and gear down will be selected at about 5miles out. This is also about when you should intercept the glideslope (note that this depends on the iap approach chart provided by airport: they will tell you at what height you should intercept glideslope).
I try to fly a visual approach as much as possible, but when I have a higher workload I will keep the autopilot on longer and shoot an ILS approach. Sometimes a visual approach is very hard, that's when you have to rely on ILS.
Sometimes you have no choice but to land manually, like in high crosswind conditions. In low visibility you have to rely on autoland.
There is no 'usual' landing speed. A lot of factors dictate your approach speed. The a320 landing speed is between 130-150 KIAS. Approach speed will be higher when heavier, or when flying into a strong headwind or crosswind, or when you use flaps 3 instead of flaps full.
There really isn't any fixed rule when landing, you have to decide for yourself depending on current conditions.