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Airbus A320. AIRCRAFT CHARACTERISTICS AIRPORT AND MAINTENANCE PLANNING (2016-2023) - page 17

A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

-

Typical resulting CG envelope:

# Performance / loading compromise at take-off

$ Nose gear strength structural limit

% Main gear strength structural limit

& Alpha floor limit

’

Nose gear adherence limit

( Alpha floor limit (landing)

The inflight limit is deduced from the take-off / Landing envelope by adding a 2% margin, provided all handling

characteristics criteria are fullfilled.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

PF/PNF task sharing and cockpit preparation sequence and scan

The FCOM and QRH detail this essential phase of the flight. A particular geographic scan has been developed in order

to maximize the resource involvement in the spirit of ACRM. Accordingly the PF/PNF concept applies from the time the

crew arrives at the aircraft till they leave the machine. Each crew member task has specific actions intended to offer

optimal cross check and communication while efficiently achieving the desired outcome.

PF and PNF make up a team.

Consequently:

-

Preliminary cockpit check and exterior inspection by PNF.

-

PF briefs the Cabin Crew, starts the cockpit preparation and inserts the F PLN data into the MCDU. He scans

the overhead panel primarily to ensure that the IRSs are ON.

-

Once the PNF is back into the cockpit, the crew will insert perfo data in the FMS and cross check the resulting

data; then they will carry out the entire scan of the overhead panel (there is no urgency to set the Fuel Pumps

ON).

As a sum up of cockpit preparation, the crew shall keep in mind that this phase of the flight is never a quiet phase.

Many people get into the cockpit, the PNF goes for the external inspection while the PF programs FMS. Once PF and

PNF are both in their seats they have to inform each other of their mutual actions so as to be fully in the loop:

→ PNF advises PF of the result of the external inspection,

→ Both review the OVHD panel,

→ Both review the essential data inserted in the MCDU,

→ Both review the EIS Ctl panel (Range, mode, CSTR) and FCU (initial expected target altitude),

→ Both review EIS: PFD - ND (SID in plan),

→ Both review ECAM (amongst others Oil, Hyd, Fuel gauges) and

→ Both review the Pedestal (PKG brake, RMP …).

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

3 - TAKE OFF BRIEFING

The main objective of the Take off briefing is for the PF to inform the PNF of his intended course of actions during Take

off and initial climb, in normal and abnormal situations. It may be completed by specific Captain’s instructions. Any

misunderstanding shall be clarified through questions.

The briefing must be PRAGMATIC, that is to say adapted to the take off actual conditions; it must be SHORT and

covered in a LOGICAL manner.

When specific data is reviewed (V speeds, FLX, LDG ELEV, SID …) it shall be cross-checked on the associated

peripheral (PFD, ECAM, ND and MCDU).

!

The following KEY ITEMS shall be mentioned:

1. Normal situation

-

All PERF T/O DATA: V1/VR/V2 - FLEX - CONF - THR/ACCEL ALT - PACKS.

-

Specific runway / weather condition. Use of Anti Ice (A/I).

-

Key items of ATC clearance - initial cleared altitude and trajectory.

-

Transition altitude - MSA - Constraining SID ALT CSTR if any.

-

Use of the Radar …

-

Reminder of major NOTAM, MEL or CDL item.

2. Abnormal situation (EO at take off)

-

Who calls STOP; who actually STOPS the A/C.

-

EO ACCEL ALT

-

Minimum initial climb altitude (MSA, Circuit pattern altitude …).

-

Expected procedure (left/right down wind, radar vector to runway, …).

-

Potential overweight landing with associated configuration (to be checked in QRH).

Such a briefing shall be done without rush, when the workload is low so that it enables to the pilots to properly

concentrate.

Therefore it will be done once FMGS, FCU etc. … are properly programmed and set, close to the end of the cockpit

preparation and before the engine start.

Should the take off conditions change after engine start, then a short briefing concentrating on the main changes will

be carried out: e.g. V speeds / FLX / CONF - Trajectory - Altitudes.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

4 - ENGINE START

The normal engine start procedure is the AUTO START procedure; the MANUAL START procedure is used

exceptionally in specific cases. During an AUTO START procedure the FADEC protects the engines against HOT,

HUNG START, START STALL …, it detects these phenomena and takes the appropriate action (reducing the fuel flow,

or cutting it off, cranking the engine, attempting a new start etc. …). This significantly saves engine life time.

The engines are started in sequence, preferably engine 2 first.

!

AUTO START

-

Check thrust levers are at Idle.

-

Set IGN/START to START. Check amber crosses disappear on ECAM E/W-D and APU bleed pressure stable.

-

Set ENG 2 MASTER ON.

-

Check in order:

STARTVALVE OPENS → N2 → IGN A (B) → FUEL FLOW → EGT → OIL PRESS rising.

ONCE START VALVE CLOSES → Note PEAK EGT, and Eng Vibration → Parameters stabilized.

-

Then repeat for ENG 1.

For IAE engines a 30 sec crank phase is systematically applied by FADEC before IGN and FUEL FLOW in order to

avoid rotor bow.

Remarks:

-

If the thrust lever is not at idle at engine start, an ECAM alert will be triggered requesting lever to be set at idle.

Failing to comply might be hazardous since the engine will accelerate rapidly to the thrust determined by the lever

position.

-

When both engines have been started, set the IGN / START switch back to NORM, to allow PACKS to be back

ON.

-

Once the engines are started, set APU BLEED to OFF to prevent engine exhaust gas re-ingestion.

-

In case of any abnormal during ENG START, follow the ECAM and do not interrupt the FADEC protective

actions by non-requested actions on START panel.

!

MANUAL START

Manual start is to be used exceptionally in case of STARTER VALVE problems or low EGT margins or in case of high

residual EGT or to CRANK the ENG DRY (e.g. to get EGT down) prior to sending fuel ON; it may be recommended for

high altitude operation.

Manual start of the engines is also recommended after aborting a start because of an engine stall, or engine EGT

overlimit, or low start air pressure. Consider dry cranking the engine 30 sec after an aborted start.

During MAN START the FADEC ensures a PASSIVE monitoring of Engine parameters, with potential warnings. The

starter is automatically cut off at about 50% N2.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

5 - TAXI AND BRAKING

Before taxiing, check NW STREERG DISC amber MEMO is not displayed on ECAM to confirm NWS is available.

During taxi, there are several issues: taxi roll and steering, braking.

!

Taxi roll and steering

In order to initiate the taxi roll, the use of minimum thrust is recommended to avoid FOD (N1 40 % max).

Taxi with APU BLEED OFF (APU bleed valves closed - engine bleed valves open) to avoid ingestion of exhaust gases

by the air conditioning system.

The Nose Wheel Steering is « by wire »; the relationship between the tiller and the nose wheel angle is not linear, but

the force on the tiller is light and independent of the deflection.

80

70

60

50

40

30

20

10

0

0

20

40

60

80

TILLER

The pedals do control the nose wheel steering at low speed (± 6 ° with full pedal deflection).

-

Consequently when you taxi on straight taxiways and on shallow turns, use the pedals to steer the aircraft keeping

a hand on the tiller.

-

In sharper turns, use the tiller smoothly and progressively: a rapid movement on the tiller does not induce a very

rapid movement of the steering mechanism which is limited to approx. 12 °/sec per inertia.

Conversely, if a big input has been set on the tiller, avoid trying to adjust to a lower setting which often causes

uncomfortable oscillations; keep this tighter turn and steer out a little earlier.

When exiting a sharp turn, anticipate the steer out.

If both pilots act on the tiller or pedals their inputs are added, till the maximum value of steering angle programmed

within the BSCU.

On wet or contaminated runways, taxi with reduced speeds; avoid large tiller inputs in case of skidding. Take benefit

of differential engine thrust for shallow turns, as well as of smooth differential braking which might be more efficient

than the nose wheel steering.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

Minimum Turn Radius (assuming symmetrical thrust and no differential braking).

The figures are provided for A320-200.

The minimum runway width (pavement) required for 180° turns is 30 m (99 ft). The turn application assumes

symmetrical thrust and no differential braking. The specific 180° turn procedure is described in A320 FCOM 3.03.10.

-

Nose radius:

-

A319

-

16.6 m

-

A320

-

18.3 m

-

A321

-

22.5 m

-

Tail radius:

-

A319

-

19.8 m

-

A320

-

21.9 m

-

A321

-

24.2 m

-

Wing Tip radius:

-

A319

-

21.4 m

-

A320

-

22.1 m

-

A321

-

22.1 m

Effective steering angle: 75°.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

OVERSTEERING TECHNIQUE

For A 321 (longer a/c), it may be necessary to consider oversteering technique, main gear being 20 m behind the pilot.

In case of a 180° turn on the runway a specific procedure is provided in SOP. Keep in mind that:

-

You should not let the G/S drop below 8 kts during the maneuver in order to avoid stopping.

-

You may use differential thrust setting, by adding thrust on outer engines (≅ 50 % N1).

-

The use of differential braking is not recommended due to gear stress.

Finally on wet or contaminated surfaces, more specifically when turning on the runway white or yellow painted

markings, tight turns lead to jerky rides of the nose wheel which are noisy and uncomfortable.

!

Braking

The brakes are carbon brakes. They have twice the life of steel brakes and they weigh less than steel brakes. Carbon

brakes are tolerant to thermal overloads and they maintain maximum torque capability at high temperatures. They do

not weld as steel brakes. Their maximum temperature is limited by adjacent component heat capacity (e.g. hydraulic

fluid inflammation temperature). Their efficiency improves slightly with wear; they do not melt. But considerable wear

and rise in temperature occur during taxi due to successive brake applications; at each brake release there is a small

amount of oxidation of the surface which is removed at next brake application.

The brake wear check is done during External Inspection with Parking Brake set ON.

However the brake temperature should not generally rise above 150° before T/O for proper RTO. Thus consider

using brake fans during taxi, if temperature gets close to that value. Don't use brake fans during T/O.

As a general rule, don’t ride on the brake; let the speed increase to around 30kts in straight lines and then press

smoothly the pedals to reduce speed down till GS 10 kts and release.

When you reach a sharp turn, press the pedals smoothly to bring the speed down to 10 kts.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

6 - TAKE OFF

The take off is actually divided into various sequences:

!

Take off initiation and power set:

-

Set the power in 2 steps in case of headwind and crosswind till 20 kts:

• bring thrust levers to 50 % N1 (1.05 EPR) position using the thrust lever symbol on the N1 (EPR) gauge.

• wait till all engines are set to 50 % N1 (1.05 EPR) and stabilized.

• then bring thrust levers to FLX or TO notch in one movement.

• keep half stick forward till 80 kts and then release it progressively to neutral by 100 kts.

-

Set the power in 3 steps in case of tailwind or strong crosswind:

• bring thrust levers to 50 % N1 (1.05 EPR) position on the 2 engines,

• then move thrust levers to 70% N1 (1.15 EPR) rapidly,

• set TO or FLX TO progressively, to reach the thrust by 40 kts G/S,

• keep full stick forward till 80 kts and then release it progressively to neutral by 100 kts,

This ensures that all engines will accelerate similarly and efficiently.

Then check:

• the FD pitch bar (and yaw bar if ILS avail),

• the FMA (to be announced by PF and checked by PNF),

• the position update on the ND (A/C symbol on RWY threshold),

• the power setting (Actual N1/EPR = N1/EPR rating limit before 80 kts, announced by PNF),

Note that:

-

Rolling take off is recommended whenever possible.

-

If the thrust levers are not set to the proper T/O detent (e.g. in FLX instead of Max T/O), a message comes up on

the ECAM. Push thrust levers full forward.

-

If ATC requests you to maintain runway center line, simply turn the HDG selector and, select the most probable

HDG target expected. NAV mode will disarm and RWY TRK mode will engage on FD after lift off and will guide

the A/C on the runway center line.

-

During initial roll, stick shall be pushed halfway forward in most cases, to improve NLG adherence with ground.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

Other drills in take off:

-

On the EFIS Control panel, select CSTR.

-

If the A/C is TCAS equipped, select ABV (if available).

-

If there is weather, use the radar and set TILT + 4°.

-

If there is terrain around the airport or along SID, set TERR ON ND to ON to allow EGPWS display.

-

If PACKS are set to OFF at take off, select them back ON only once thrust is reduced in order to avoid potential

resulting EGT increase.

Set them back ON sequentially to improve PAX comfort (∆t ≅ 10 sec), as per FCOM procedure.

-

In case of crosswind take off, keep the runway center line using the rudder pedals but NOT the tiller.

Avoid setting the side stick into wind, which increases the natural tendency of the A/C to turn into wind.

-

At rotation, laterally center the side stick.

-

During take off roll, try to roll the aircraft with the nose wheel away from the runway centerline lights so as to

minimize the resulting jerks and noise.

NOTE:

The FADEC operates with its own temperature sensor. If, in hot weather, the sensor heats up, its detected temperature

could be higher than TFLEX (e.g. OAT 35°, TFLX 40, sensor temp 45°). Once the engine rotates and the aircraft

taxies, the sensor temperature will slowly become equal to OAT.

However, as long as sensor temperature is higher than TFLX, the N1 (EPR) limit value provided by the FADEC and

displayed on ECAM E/W Display is TOGA.

NOTE:

Reminder of some characteristic speeds.

A319

A320

A321

SPEED

CFM

IAE

CFM

IAE

CFM

IAE

A319-115

A319-132

A320-212

A320-233

A321-211

A321-231

VMCL

110

108.5

108

109

114

114

VMCA

114.5

109.5

110.5

111.5

114

114

VMCg

CONF 1+2/

113.5

107.5

110.5

112.5

104.5

109

CONF 2

* VLS is limited by VMCA at T/O; by VMCL in all other phases.

* VMCA, VMCL, VMCg, varies also with altitude.

A319 - 115

CFM56 - 5B7

A319 - 132

IAE V2524 - A5

A320 - 212

CFM56 - 5A3

A320 - 233

IAE V2527 - A5

A321 - 211

CFM 56 - 5B3

A321 - 231

IAE V2533 - A5

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

7 - CLIMB

The transition into CLIMB phase occurs at ACCEL ALT or more precisely when SRS mode disengages; target speed

goes to initial climb speed.

!

Climb Speed profile - Speed managed / Speed selected

The best climb speed profile is the managed speed profile which takes into account GW, CI, CRZFL, Altitude and

Speed constraints.

However selected speed will be used in climb when required. Among others:

-

Pre-select speed on ground prior T/O on PERF CLB when:

• the FPLN has a sharp turn after T/O (∆HDG > 90°) - pre-select Green Dot speed,

• a high angle of climb is advisable after T/O because of noise, obstacles - pre-select Green dot speed,

• the ATC requests a specific speed, in that case pre-select that speed.

-

Select a speed on FCU during climb if;

• so cleared by ATC,

• turbulence is experienced,

• higher rate of climb is required. In that case a lower speed while in CLIMB, OP CLIMB, is selected on the FCU

down to Green dot minimum as long as FL < 250; the same applies when ATC requests to expedite through a

given FL,

• in higher altitude, 0.76 M is a good Mach Number to climb. You may select it, when normal speed may be

resumed, press the SPD P/B on the FCU.

When selected speed is used, the predictions on the FPLN page assume the selected speed is kept, till the next

planned speed modification in the FPLN. E.g. suppose O = 200 is pre-selected for initial climb, suppose SPD LIM (250

kt/10000 ft) is part of the vertical FPLN. The predictions on FPLN page assume that 200 kt are maintained from ACCEL

ALT, up to 10.000 ft (SPD LIM) where managed speed is supposed to be resumed. If at a higher altitude the pilot

selects a turbulence speed (e.g. 275 kt) and there is no SPD CSTR or SPD LIM till top of climb (TOC), 275 kt is

supposed to be maintained till next phase, that is till TOC in this example.

In other words in Selected speed the FM predictions are meaningful.

Furthermore on PERF CLB page, the pilot can read the predictions to any inserted altitude with the selected speed; on

the ND the

level arrow assumes selected speed when it is used.

NOTE:

When speed is selected in lower altitude, there is an automatic change to Mach at a specific FCU cross over altitude

(usually FL305).

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

8 - CRUISE MANAGEMENT

!

Reaching the Initial cruise Flight Level:

-

When reaching the Initial cruise Flight Level:

→ Ensure ALT CRZ on FMA.

→ Cross check FMS NAV ACCY.

→ Review ECAM main pages

→ Set TCAS to ALL (if applicable), or to BELOW if cruise altitude within 2000 ft from FL 390.

→ EFIS CTL panel, select ARPT.

→ Properly update lateral and vertical F.PLN.

→ Print F.PLN (optional).

-

When reaching the initial cruise Flight Level, ensure that ALT CRZ is displayed on FMA.

If ALT CRZ is displayed on FMA this means that the FCU target altitude is set to the initial planned CRZ FL as

displayed on PROG page.

If ALT CRZ is not displayed on FMA this means that the FCU target altitude is set BELOW the CRZ FL as displayed on

PROG page. This is typically the case when ATC clears the A/C at a lower initial cruising flight level than pre-planned.

It is important to have ALT CRZ on FMA at the initiation of cruise for fuel efficiency purposes. Indeed this ensures that

the proper initial cruise Mach Number is targeted furthermore with ATHR in MACH mode, the AP altitude control is

SOFT which means that if the Mach number slightly deviates from its target, the AP will allow small altitude variations

around the cruise altitude (typically +/- 50 ft) in order to keep the Mach constant thus preventing thrust changes. This

minimizes the fuel consumption in cruise.

Hence, if when reaching the initial cruise Flight Level ALT CRZ does not appear on FMA, update the CRZ FL on

PROG page.

NOTE:

Once in ALT CRZ mode, if ATC clears the A/C to a higher level, then the cruise flight level is automatically

reassigned when the FCU altitude is set to this higher level, and the AP/FD is in CLB/OP CLB or V/S modes.

The same occurs when a Step Climb or Step Descent are part of the vertical flight plan and climb or descent is

commanded.

-

In many cases during the Cockpit Preparation, cruise winds and temperatures have not been inserted at

successive waypoints in the FPLN. This is normal because these insertions are time consuming in that phase.

This is why, in most cases, only initial cruise flight level and temperature are inserted on INIT A page, average

winds for Climb and Cruise on HISTORY WIND, and, if applicable, step in vertical FPLN in order to ensure

reasonable fuel and time initial predictions at the beginning of the flight.

If this is so, when reaching the CRZ FL, insert WIND and TEMP at various waypoints in cruise.

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

!

Fuel considerations

The fuel consumption of the A/C is directly affected by:

-

the way the A/C is operated:

• fly as close as possible to OPT FL (+1000 ft / -4000 ft),

As a rule of thumb up to ISA +15:

OPT FL ≈ 570 - 3 x GW (t)

MAX FL = OPT FL + 15

Above ISA +20:

OPT FL = MAX FL ≈ 560 - 3 x GW (t)

• use Managed Speed; the target will be adjusted according to wind and temperature,

• ensure that ALT CRZ is active which ensures that CRZ Mach is the target and that soft ALT mode is active on

AP (after 2 mn in cruise),

• ensure that fuel is properly balanced and

• don’t carry excessive XTRA fuel.

-

the outside environmental conditions such as wind and temperature (higher temperature and headwinds than

expected have an adverse effect on fuel consumption).

Some examples on an A 320 (CFM): regarding the effect of cruise altitude:

GW

TEMP

Range per ton = NM/t

[t]

[°C]

OPT - 4000

OPT

OPT + 1000

FL350

ISA

159

TBD

73.5

164

ISA + 10

162

163

TBD

FL370

ISA

175

TBD

181

66

180

ISA + 10

175

TBD

At 66 t, the OPT FL is FL370; considering the effect of cruise winds, it is efficient:

• to descend to FL330, if the headwind is lower by at least 15 kts,

•

(See FCOM VOL3 - 3.05.15).

• Fuel temperature considerations

-

The temperature of the fuel carried in the wings and in the trim tank tends to decrease in cruise; it is directly

affected by the TAT.

-

The minimum fuel temperature in the inner tank should be higher than the freezing point of the fuel (- 47°C for

the Jet A1); typically freezing point +5°.

-

When the fuel freezes, this means that there are wax crystals floating in the fuel which can prevent proper fuel

feed of the engines, or fuel transfers.

DATE: JAN 2001

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NORMAL OPERATION

Thus the ECAM outputs a caution when the fuel temperature reaches:

-

- 48°C for A 319 & A 320 [L(R) OUTER or INNER TK LO TEMP] and

-

- 46.5°C for A 321 [L(R) WING TK LO TEMP].

Apart from the ECAM actions required, the crew must consider:

-

either to descend towards hotter areas,

-

or to increase the Mach Number

keeping in mind the fuel penalty such maneuvers do cause.

Below tropopause, a 4000 ft descent results in an increase of 8°C on OAT and approximately 7°C on TAT (lower

Mach). An increase of 0,01 Mach result in an increase of around 0.7° TAT. Keep in mind that it takes a long time

for the fuel to stabilize at a new temperature.

NOTE:

At Mach 0.78, TAT - SAT ≅ 26°C.

EFFICIENT CRUISE MANAGEMENT = KEEP AHEAD OF THE A/C

WITH ALL AVAILABLE TOOLS

DATE: JAN 2001

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NORMAL OPERATION

9 - CRUISE - DESCENT AND APPROACH PREPARATION - APPROACH BRIEFING

Whenever possible, the PNF will get the ATIS or the destination weather, runway in use, conditions etc…

This will allow the PF to program the FMS as follows:

F

F.PLN revisions

• lateral (Appr, STAR, Transition) and ALTN F.PLN and

• vertical (Speed, Alt CSTR checked or added).

P

PERF DATA

• PERF DES - Check Managed Descent Speed and modify if required.

• PERF DES - Enter a couple of Descent winds.

• Enter QNH / DEST WIND / LDG CONF / MDA or DH - PERF APPR.

NOTE:

MDA for baro referenced minima or DH for radio altitude referenced minima.

• PERF GO AROUND - Check Go Around THR RED / ACCEL ALT.

R

RAD NAV

Manually tune VOR / DME of destination airfield on one side using the Ident and insert navaid ident in the BRG

/ DIST field of PROG page, for NAV ACCY crosscheck during descent. This applies even if GPS is primary,

(this is a precaution in case of potential loss of GPS PRIMARY in descent or approach).

S

SECONDARY F.PLN

COPY ACTIVE and revise SEC F.PLN according to circumstances:

• Alternative approach

• Circling etc…

Once the entries are cross checked and computed, Top of descent (TOD) checked consistent with raw data, it is time

for APPR briefing. The main objective of the APPR briefing is for the PF to inform the PNF of his intended course of

actions during descent, initial, intermediate and final approach, as well as missed approach as programmed in the

FMS. Any misunderstanding shall be clarified through questions.

The briefing must be PRAGMATIC, therefore adapted to the actual conditions of approach. It must be SHORT and

conducted in a LOGICAL manner. As for the T/O briefing, F.PLN data is cross-checked on ND PLAN and on chart,

whereas specific data is checked on MCDU or other peripherals.

The following KEY ITEMS shall be mentioned:

-

Weather and runway conditions at DEST,

-

Expected RWY and APPR (ND),

-

Any NOTAMS affecting STAR / APPR / LANDING,

-

Keypoints of STAR / TRANSITION / APPR + CSTR (ND),

-

Holding characteristics, if expected,

-

MEA, MSA, Transition Altitude, MDA / DH (PFD, ND) - Obstacles,

-

Landing CONF + use of REV + use of A/BRK,

-

Mini Fuel at DEST for ALTN (MCDU - FUEL PRED and FOB),

-

Missed Appr + GA ALT and ALTN and

-

TOD (time, position).

DATE: JAN 2001

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A320 INSTRUCTOR SUPPORT

NORMAL OPERATION

10 - DESCENT

In order to carry out the descent and to reach the Initial Approach Fix (IAF) in good situation, the crew has at its

disposal Descent guidance modes and descent monitoring means. The modes and monitoring means are actually

linked.

Basically there are:

-

the managed DES mode which guides the A/C along the FMS pre-computed descent profile, as long as the A/C

flies along the lateral F.PLN, i.e. DES mode is available if NAV is engaged.

As a general rule when DES mode is used, the descent is monitored using VDEV called yoyo on PFD, or its digital

value on the PROG page, as well as the

level arrow on the ND.

-

the selected OP DES or V/S modes which are used when HDG is selected or when ALT CSTR may be

disregarded or for various tactical purposes. As a general rule when OP DES or V/S modes are used, the descent

is monitored using the Energy Circle, (displayed if HDG or TRK modes) and the

level arrow on the ND.

When the A/C is not far away from the lateral F.PLN (small XTK), the yoyo on PFD is also a good indicator.

NOTE:

With early FMS versions, when in HDG mode, the descent is monitored using REQ DIST TO LAND versus

DIRECT DIST TO LAND on PROG page.

!

Managed Descent

When DES is engaged, the AP/FD guides the aircraft on the pre-computed descent path or profile, according to

pilot’s entries (descent speed, altitude constraints, wind etc. …).

However the actual external conditions might not be those predicted; the use of ENG Anti Ice (A/I) for example rises up

the Idle thrust level.

-

Consequently when DES mode is engaged with Managed Speed, the A/C speed is allowed to vary within a given

range around the Nominal Target Descent Speed (± 20 kts, limited to V_MAX), in order to give some flexibility to DES

mode to keep the A/C on path when external conditions vary.

Managed Descent: Speed Target - Range Principle

DATE: JAN 2001

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NORMAL OPERATION

• Case a):

If the A/C tends to get below path, the current speed decreases towards the lower limit of the speed target range

to keep the A/C on path with IDLE thrust. If the speed reaches the lower limit, then SPEED mode engages on the

A/THR, to keep the A/C on path at that lower speed.

• Case b):

If the A/C tends to get high above path, the current speed increases towards the higher limit of the speed target

range to keep the A/C on path with IDLE thrust. If the speed reaches the higher limit, THR IDLE is obviously on the

ATHR; but the AP will not allow the speed to increase more than the higher limit to track the descent path. Thus

the VDEV will slowly increase.

-

If DES mode is engaged and the speed is selected, the descent profile is unchanged. Consequently DES

mode will do its best to keep the A/C on the descent profile but it will not allow the speed to deviate from its

target.

Let us suppose a descent profile computed assuming managed speed 300 kts. If the pilot selects 275 kts, the

A/C will most probably deviate above the descent profile and VDEV will increase.

In many cases, ATC interferes with the proper achievement of the descent, and causes the A/C to be high above path

or too low. If DES mode is used, it will do its best to recover the descent path and match the constraints:

• Suppose the A/C is high above path and the pilot is cleared down. He presses DES mode with Managed Speed.

The AP will pitch the A/C down so as to fly the highest speed of the speed target range, with THR IDLE.

On the ND, an INTCPT point is displayed as a blue

symbol. It materializes where the A/C will intercept the

descent profile, assuming ½ SPD BRAKES extended. Thus if speed brakes are not extended, the

will slowly

move forward till it gets close to an altitude constrained waypoint. The EXTEND SPD BRAKE message then

comes up. This technique allows an altitude constraint to be matched with minimum use of speed brakes.

Therefore when HIGH ABOVE PATH, monitor VDEV and

to recover the descent path.

A/C above path - Path Intercept Prediction

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• Suppose the A/C is below path and the pilot is cleared down. He presses DES mode with managed Speed.

A/C below path - Path Intercept Prediction

The DES mode will guide the A/C on a shallow descent converging towards the descent profile (1000 ft/mn or less

depending on the circumstances) with the ATHR on SPEED mode.

The

intercept point is then at a fixed position along the flight plan on the ND; it indicates the location where the

descent path will be intercepted.

These last 2 cases occur at each descent initiation where ATC requests:

-

either an early descent before TOD

; a shallow converging descent is commanded by DES mode (SPEED

- DES on FMA),

-

or a late descent beyond the TOD

; a steep converging descent is commanded by DES mode, the A/C

accelerating towards the top speed of the speed target range (THR IDLE - DES on FMA).

In that last case a message DECELERATE is provided on PFD once TOD is sequenced; this is an indication to

the pilot to select a lower speed (subject to ATC permission) in order to minimize the distance spent beyond TOD,

and to recover the descent profile more rapidly when DES mode is engaged and A/C accelerates to descent

speed with managed speed back ON.

A/C at CRZ altitude - Beyond TOD

Thus Managed DES mode makes the best use of A/C speed within the speed target range and of thrust (Idle or Speed

mode on A/THR) to track the descent profile. This is materialized on FMA by THR DES/DES, THR IDLE/DES,

SPEED/DES mode indications.

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-

If, for any reason, the ATC requests a steeper descent while the A/C is in DES mode, on path or below, pull OPEN

DES mode, increase speed and use SPD BRK if necessary.

But don’t select higher speed, or extend speed brakes with managed DES, because in most cases this will result in

thrust increase, the aircraft being guided on the descent path by DES mode.

-

If HDG is pulled, DES mode reverts to V/S. In other words, selecting a Heading does not induce any change in A/C

pitch behaviour. It is then time for the pilot to increase/decrease the V/S target or select OPDES depending on

circumstances.

NOTE:

The pre-computed descent path is actually divided into successive descent segments. From TOD to the first

constrained waypoint it is an "idle segment", then geometric segments. The Idle segment assumes a given managed

speed flown with "Idle + ∆" thrust, this "∆" thrust above idle gives some flexibility for the FG to keep the A/C on the

descent path in case ENG A/I is used, or winds vary. This explains THR DES on FMA. The Idle factor set on A/C

STATUS page allows the ∆ to be adjusted: e.g. if - 2 is set, the Idle segment is steeper.

!

Selected OP DES or V/S

These selected modes are used during Radar Vectors or for pilot tactical interventions.

-

When OPEN DES is pulled the A/C will descend unrestrictedly down to FCU selected altitude, with THRUST

IDLE and speed target managed or selected. With managed speed, there is no longer a speed target range as

when managed DES is ON, since it no longer has any meaning and is useless in OP DES mode.

• If you wish to steep the descent down:

Select a higher target speed (subject to ATC permission); extend speed brakes if necessary, with OP DES

mode.

Resume the normal speed when reaching ALT* at the earliest or ALT, and retract speed brakes when

approaching target speed.

Speed management in descent for best altitude/speed trade off - OP DES mode

NOTE:

If you command a deceleration while the A/C is still in OP DES and too high, this brings the A/C still higher above

the intended path. Indeed, the A320 will get into a very shallow descent in order to decelerate.

• If you wish to shallow the descent, select a lower target speed or possibly V/S mode.

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-

When V/S is used, the A/C is guided to that V/S with SPEED mode on ATHR.

In descent V/S is used:

• for small step descent, in order to get a smooth guidance with reduced thrust variations and

• when the A/C is significantly below path, a constant shallow V/S may be selected to smoothly recover (come

back) to the intended path.

If for any reason, V/S is selected with a high V/S target or typically after a DES ) V/S reversion, the A/P will pitch the

A/C down to fly the target V/S. Thus the A/C will tend to accelerate, while ATHR commands idle thrust to try to keep the

speed. When IAS reaches a speed close to VMO or VFE, the AP will pitch the A/C up so as to fly a V/S allowing VMO

or VFE to be maintained with idle thrust.

NOTE:

On the latest FG standard, when the target V/S as selected on FCU is no longer matched by the A/P to keep the A/C

within normal speed envelope, V/S is boxed amber on the FMA.

-

The monitoring cues used with OP DES and V/S are:

level symbols on the ND, related to FCU target altitude,

-

-

- Energy circle on the ND, when HDG or TRK modes are ON. This materializes the required distance to

descend, decelerate and land from present position

and the yoyo on the PFD, which may be used when the A/C is « not far » from the lateral F.PLN (small XTK). It

then gives a good assessment of whether the A/C is low or high related to the descent profile.

!

Holding patterns

If ATC requires the A/C to hold, insert the holding pattern in the F.PLN. The FMS computes the holding at green dot

speed taking into consideration the ICAO holding speed limits function of altitude (subject to holding table):

230 kts up to 14.000 ft,

240 kts up to 20.000 ft and

265 kts above.

If managed speed is used, the A/C will automatically decelerate to the holding speed at a point which is materialized

by the speed change symbol along the F.PLN, if NAV is ON.

Clean configuration is recommended for fuel considerations, and the LAT REV HOLD page indicates the latest

possible time to exit the hold in order to carry enough fuel for the remainder of the flight.

The holding pattern is not included in the descent path computation since the FMS does not know how many patterns

will be flown. Once the A/C enters the holding pattern, the yoyo indicates the instantaneous VDEV between the A/C

current altitude, and the altitude the A/C should fly at the exit fix of the holding pattern so as to be there on the descent

path; all other predictions assume one pattern.

DES mode guides the A/C down at V/S - 1000 ft/mn, while in the holding pattern.

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11 - APPROACHES

The approach briefing by instructors needs to be STRUCTURED so that pilots have a good guideline or SKELETON

applicable to any type of approach. All approaches shall then be flown similarly.

Therefore, the approach briefing notes are structured as follows:

1.

General Approach Briefing

2.

ILS Approach

-

Standard ILS,

-

High above G/S and

-

ILS with raw data.

3.

Non Precision Approach

4.

Circling Approach

5.

Visual Approach

Once the skeleton has been given in the first General approach briefing 11/1, it is then only a matter of cascading the

specific particulars for each approach type.

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11/1 - GENERAL APPROACH BRIEFING

All approaches are divided into 3 parts:

-

the Initial Approach, from IAF (≅ 15 NM from destination) to the activation of approach phase materialized by the

(DECEL) pseudo waypoint,

-

the Intermediate Approach from (DECEL) to FAF and

-

the Final Approach from FAF to landing or minimum.

In each of these parts there are various drills which have to be achieved regardless of the approach type.

Drills to be achieved throughout the 3 phases of any approach

!

Initial approach

a) FM NAV ACCY check using raw data (not necessary if GPS primary).

The result of the NAV ACCY check determines the strategy on how to conduct the approach. Which display mode

will be used on ND and which guidance modes may be used with AP/FD.

E.g., if check is positive or GPS is Primary:

→ PF and PNF ND on ARC or ROSE NAV,

→ AP/FD Lateral/Vertical managed modes may be used and

→ EGPWS set ON.

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b) Select the BEST FLYING REFERENCE for the approach.

-

The FPV (called BIRD) is best adapted for all types of approaches and is strongly recommended for NPA or

VISUAL approaches (BIRD ON).

-

Attitude associated to FD crossbars is still most commonly used to fly ILS approaches (BIRD OFF).

c) ACTIVATE THE APPR PHASE

The purpose of this activation is to initialize the deceleration towards VAPP or towards the speed constraint

inserted at FAF, whichever applies.

There are actually 2 approach techniques:

-

the stabilized approach technique for which the A/C reaches FAF in Landing CONF and VAPP; the Final

Approach is flown down with VAPP and

-

the decelerated approach technique for which the A/C reaches FAF in CONF1 and S speed. Then, when flying

below 2000 ft AGL, the pilot will continue the deceleration and configuration changes so as to be stabilized with

VAPP and Landing Configuration, at 1000 ft (IMC) or at 500 ft (VMC) at the latest.

-

Stabilized Approach Technique is generally used for NPAs.

-

Decelerated Approach Technique is normally used for ILS approaches.

The FMS provides a (DECEL) pseudo waypoint materialized by a D along the FPLN on the ND, indicating where to

start the deceleration towards approach speed VAPP.

D is computed assuming a decelerated approach technique. Hence, if you wish to fly an NPA or a stabilized

approach, insert VAPP as a SPEED CSTR at FAF, in order to get a valuable (DECEL) pseudo waypoint.

When NAV mode is engaged with managed speed, the Approach phase activates automatically when sequencing

(DECEL) or D .

When HDG mode is selected (e.g. for radar vectoring), you will have to manually activate the Approach phase on

appropriate PERF page.

Other drills:

-

ensure proper sequencing of the FPLN when radar vectored (monitor the TO waypoint on ND),

-

check adequate NAVAIDS are selected,

-

ensure the ILS P/B is properly set and

-

ensure proper setting of BARO REFERENCE.

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!

Final Approach

a)

Monitor the Final Approach mode engagement:

• G/S * or FINAL engagement when required, or select Final descent path FPA reaching FAF,

• if the capture or engagement is abnormal, take over manually by selecting the proper FPA.

b)

Monitor the Final Approach using raw data:

• LOC - G/S deviation symbols for ILS,

• VDEV - XTK and FPLN for managed APPR (GPS primary),

• VDEV - XTK + needles / DME / ALT for NPA (non GPS primary) and

• Needles / DME / ALT / Time for NPA when FM NAV ACCY check is negative.

c)

Managed speed is recommended to benefit from the GS MINI SPEED guidance. It assists the pilots in case of

longitudinal shears.

• Aircraft must be stabilized in Landing CONF at VAPP

by 1000 ft (IMC)

At the latest

by 500 ft (VMC)

• If there is a significant change in tower wind, PF shall ask PNF to modify it on PERF APPR, above 1000 ft

AGL.

• If the A/C has a tendency to be FAST and/or HIGH on final, EXTEND LANDING GEAR earlier, but below 220

kt preferably.

Don’t use SPD BRK on final, which have little efficiency at low speed, and auto retract when:

SPEED BRAKE AUTO RETRACT

CONF

A 319 and A 320

FULL

A 321

3 and FULL

NOTE:

If you select next CONF, with IAS > VFE _{NEXT CONF}, with FPA mode engaged, the AP/FD will deviate from target

FPA and will shallow the descent in order to decelerate the A/C towards VFE.

• Keep hands on the thrust levers while ATHR is ON in final, so as to be prepared to react when needed. If for

any reason the speed drops below VAPP significantly, push the levers forward above CLB detent (but below

MCT) till the speed trend arrow indicates an acceleration. ATHR is then armed with MAN THR white on FMA.

Then bring the thrust levers back into CLB detent. This is enough to be quickly back on speed.

Speed drop in approach - Recommended Recovery Technique

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11/2 - ILS APPROACH

A)

Standard ILS approach

Decelerated approach is recommended. The following particulars apply for ILS approaches:

!

Initial Approach

-

For CAT I ILS, insert D(A) value into MDA field

[or D(H) value into MDH field for QFE equipped a/c] on PERF

APPR page, since these are baro referenced.

-

For CAT II, III, ILS insert DH into DH field on PERF APPR page, since DH is a radio altitude.

-

Check that ILS P/B is illuminated on EFIS CTL panel, and that LOC G/S scales and deviations are displayed

on PFD.

-

Check ILS IDENT on PFD; if no or wrong ident displayed, check the audio ident.

-

Select Attitude flying reference on FCU, in other words BIRD OFF.

!

Intermediate Approach

-

If ATC clears for LOC capture only, press LOC P/B on the FCU

-

If ATC clears for the approach at a great distance (e.g. 30 NM)

* press APPR P/B,

* LOC/ G/S modes will arm/engage,

* be aware that G/S may be perturbed,

* CAT I will be displayed on FMA, till a valid R/A signal is received.

-

If G/S INTCPT altitude is AT or BELOW 2000 ft AGL, select CONF2 when reaching one dot below G/S.

!

Final Approach

-

Monitor with ILS deviations on PFD.

-

In case of a DOUBLE RECEIVER failure, interrupt the approach (RED LOC/GS flags - ILS scales removed -

AP trips off - FD goes to HDG - V/S).

-

In case of the ILS GROUND TRANSMITTER failure, AP/FD will remain ON with LOC/GS modes; this is

because such a failure is most commonly transient. In such a case, LOC/GS deviation indexes are lost, ILS

scales and FD bars flash. If R/A < 200 ft, Red LAND warning is triggered.

-

If the failure lasts more than several seconds, or in case of Red LAND warning, interrupt the approach.

-

Be aware that if for any reason you pull on V/S selector, while LOC/G/S track modes are engaged (ab. 400 ft),

HDG mode will automatically engage as well (with FM2, pulling V/S with LOC - G/S, does not modify the lateral

mode which remains LOC).

-

Hence if a heading was preset, the AP/FD will turn the A/C towards the preset heading.

-

Autoland may be attempted on CAT I ILS beam; however this requires proper visual references (at least CAT

I), proper monitoring and immediate take over if anything seems abnormal.

-

Furthermore this may be done only with the airline permission.

NOTE:

On A320, for ILS approaches with G/S higher than 3.5°, stabilized approach technique is recommended.

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B) Glide Slope Interception from above

The problem is actually linked to the following factors:

-

High speed,

-

FCU altitude usually set at G/S INTCPT altitude and

-

G/S mode does not intercept from above.

A/C high above G/S - Potential AP / FD Problem

In such a case, the reaction of the crew must be rapid to succeed to stabilize the A/C at 1000 ft AGL, VAPP, LDG

CONF on G/S.

-

In order to get the best rate of descent, select LDG DN early (IAS < 220 kt) and successive flap configurations

reaching VFE next.

-

Then, typically, fly CONF2 - LDG GEAR DN - IAS = VFE₂ - 5, in descent. This configuration gives you the best

flexibility to capture glide slope.

-

Select FCU altitude ABOVE A/C altitude in order to prevent undue ALT *.

-

Select V/S - 1500 ft (up to - 2000 ft/mn maximum).

-

When getting close to G/S, with G/S mode armed, G/S * will engage - Monitor the capture with raw data (pitch,

G/S deviation).

-

When G/S * engages, set FCU altitude to Go Around altitude.

-

Resume deceleration and flap configuration extension to reach VAPP, CONF FULL, and be stabilized on G/S by

1000 ft AGL.

A/C high above G/S - Recommended G/S Capture Technique

In case you feel you are too high or you won't make it,

do not hesitate to ask for a 360° turn for example.

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NOTE:

If, with high V/S, IAS increases to VFE, the AP/FD will no longer keep the target V/S. The AP/FD will pitch the A/C up

to shallow the descent so as to fly a speed lower than VFE. Do not extend Landing gear at too high speed (> 220 kts)

in order not to overstress the doors, and to minimize the noise.

C) ILS with raw data (CAT 1 only)

This is very seldom achieved in line; however in certain remote failure cases it may be necessary.

In most cases the BIRD is available such as in case of a total FCU failure.

The approach technique is a STABILIZED approach. The following particulars apply:

!

Initial Approach

-

Set BIRD ON as flying reference.

!

Intermediate Approach

-

Decelerate and reach FAF with CONF FULL - VAPP.

-

For LOC interception use any available data (LOC deviation index, needles, XTK or FPLN if available).

-

Set the ILS CRS as TRK selected target on the FCU once established on the localizer, so as to have it displayed

as reference track index on the PFD horizon line, and HDG - TRK scale.

-

For LOC tracking fly the BIRD to the TRK index on the horizon when LOC deviation is 0.

!

Final Approach

-

When ½ dot below G/S, initiate a smooth capture of the G/S by flying the BIRD down to the G/S flight path angle.

-

Monitor the raw data

• if LOC index deviates, fly the Bird into the direction of the LOC index relative to the TRK index on the horizon

line,

• once back on LOC, fly the BIRD back to the TRK index,

• if LOC deviates again, this means that there is a slight drift in the IRS TRK, which affects the BIRD; correct the

selected TRK as per the determined IRS track drift and

• if G/S index deviates, make small corrections (1°) in the direction of the deviation.

NOTE:

The BIRD is computed out of IRS data. Thus it may be affected by IRS data drift amongst others (TRK). A typical TRK

error at the end of a flight is 1° to 2°.

ILS with raw data - Use of FPV

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11/3 - NON PRECISION APPROACHES (NPA)

The stabilized approach technique is recommended. Reach FAF with CONF FULL and VAPP.

The following particulars do apply to NPAs.

The overall strategy of NPA completion is to fly it « ILS alike » with the same mental image or representation, and

similar procedure. Instead of being referred to an ILS beam, the AP/FD guidance modes and associated monitoring

data are referred to the FMS F.PLN consolidated by raw data, with the exception of LOC only approaches, where LOC

mode and localizer scale are to be used. This explains why the crew must ensure that the FMS data is correct; FMS

accuracy, FPLN data (lateral and vertical), proper leg sequencing.

!

Initial Approach

-

NAV ACCY CROSS CHECK is most essential since it determines:

which AP/FD guidance mode may be used,

which ND DISPLAY mode may be used and

which raw data must be used.

If GPS is PRIMARY or NAV CROSS CHECK is POSITIVE. Managed and selected AP/FD modes may be used, as

well as ND ROSE NAV / ARC modes.

If NAV ACCY CHECK is NEGATIVE. Selected AP/FD modes may only be used, and monitoring is achieved with

raw data only.

If GPS is PRIMARY at the beginning of initial approach, it will most probably remain primary throughout the

approach. However if for any reason GPS PRIMARY is LOST then:

• a GPS defined approach cannot be flown as if ILS signal was lost for ILS approach and

• a VOR (NDB …) approach may be continued, as if without GPS. The strategy is merely a function of NAV

ACCY CHECK.

-

Set the BIRD ON as flying reference.

-

Set VAPP as SPD CSTR at FAF, in order to get a meaningful (DECEL) pseudo waypoint.

Other drills:

-

ILS P/B set to OFF in order to get VDEV BRICK on PFD (except for LOC only approaches, where ILS P/B is set

ON and the yoyo is used as VDEV),

-

NAVAIDS - ensure that approach reference navaid is inserted and display associated needles.

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!

Intermediate Approach

It is very important to have a correct FPLN in order to ensure a proper Final Approach guidance. Indeed the NAV and

APPR NAV modes are always guiding the A/C along the ACTIVE LEG of the FPLN, and the managed VERTICAL

mode ensures VDEV = 0, VDEV being computed along the remaining FPLN to destination.

Hence monitor the proper sequencing of the FPLN, more specifically if HDG is selected. Check on ND top right hand

corner that the TO WPT is the most probable one, or meaningful.

Radar vectors - Properly Monitor FPLN Sequencing

-

When cleared for the approach:

if managed approach ⇒

press APPR P/B (this brings VDEV brick up if not yet there),

if selected approach

⇒

select adequate TRK on FCU to carry out the interception.

Other drills:

-

The monitoring of the interception must be achieved using the applicable raw data depending upon the result of the

NAV ACCY CHECK or whether GPS is PRIMARY.

!

Final Approach

The final Approach will be flown either MANAGED or SELECTED.

-

If MANAGED Approach

• Monitor the engagement of FINAL APP mode; use

start of descent blue symbol on ND, VDEV and FMA on

PFD.

• Use ATHR and Managed speed.

• With GPS PRIMARY, monitor VDEV / XTK / F.PLN on ND.

• For VOR - ADF

… approaches, monitor VDEV / XTK / F.PLN confirmed by needles on ND, and DME versus

altitude if available.

• Set Go Around Altitude.

If for any reason, FINAL APPR does not engage at start of descent

, rapidly select FPA convergent to the Final

Descent Path so as to fly with VDEV 0. Once VDEV = 0, you may try to re-engage APPR.

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In certain cases, the FINAL APPR flies an « IDLE DESCENT Segment » from one ALT CSTR to another, followed by a

level segment. This is materialized by a magenta level off symbol on ND followed by a blue start of descent

Final approach trajectory - an idle descent segment

If during the final approach the message NAV ACCY DNGRADED comes up, immediately refer to raw data:

-

If the check is OK, you may continue.

-

If the check is NEGATIVE, select TRK - FPA and refer to raw data.

If during the final approach, the message GPS PRIMARY LOST comes up while the A/C flies a GPS approach,

INTERRUPT the approach.

Reaching MDA, at MINIMUM call out:

-

if visual and properly established, continue and land with AP OFF and both FDs OFF or

-

if no visual, Go Around.

NOTE:

Non precision approaches (NPA) must be properly coded in the Nav Data Base so as to be satisfactorily flown with

the APPR NAV/FINAL managed modes. This coding, more specifically the vertical part of it, is verified by the airlines.

Should there be any doubt on the vertical F.PLN, the crew may then elect to fly the approach with NAV/FPA modes,

provided the NAV ACCY CHECK is OK.

NOTE:

If you fly an NPA with managed modes, do not modify the Final Approach F.PLN data (clear waypoints or

modify altitude constraints); do not insert DIR TO an intermediate waypoint of the final approach segment.

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-

If SELECTED Approach

• Overfly FAF, properly identified, and

• select TRK = Final APPR CRS,

• select FPA = Final APPR path (actually start the final descent 0.3 NM before FAF).

Final approach using the bird with AP/FD -

TRK/FPA modes

-

Use ATHR and Managed speed.

-

If GPS PRIMARY, monitor VDEV/XTK/F.PLN on ND. For VOR, ADF approaches, monitor Raw data.

-

Set Go Around altitude ONCE the A/C altitude is below that altitude.

Reaching MDA

-

If visual and properly established, continue & land with AP OFF and both FDs OFF.

-

If not visual, Go Around.

NOTE:

If at MDA, distance to runway is not properly assessed, you may level off at MDA till MAP, at the latest. Then Go

Around.

-

If LOC ONLY approach

As for all Non Precision Approaches, the recommended flying reference is the Bird; the recommended FG modes for

the final approach are LOC/FPA with managed speed on ATHR.

In initial approach select the ILS P/B ON, on the EFIS CTL panel.

In intermediate approach, press LOC P/B on the FCU to arm LOC mode and monitor LOC*.

In final approach, coming to FAF, select FPA = Final approach path and monitor the final approach with LOC deviation

index, DME/ALT or time, yoyo …

-

If LOC BACK COURSE approach

The recommended flying reference is the BIRD and the FG recommended modes for final approach are TRACK-FPA

with managed speed on ATHR.

Before or during initial approach: select the ILS with its front course on RAD NAV page. Do not select the ILS or LS

P/B on EIS Control Panel since the localizer deviations on the PFD will be provided in opposite direction.

On the PF side, select ROSE ILS on EIS Control Panel to get the proper localizer deviations (this is why the ILS front

course in inserted on RAD NAV).

DATE: JAN 2001

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11/4 - CIRCLING APPROACH

The circling approach is flown when the tower wind is such that the landing runway is different from the runway fitted

with an instrument approach, which is used to descend and approach in order to get visual of the airfield.

The instrument approach prior the circling is a stabilized approach flown in CONF3 - L/G Down - F speed, with

BIRD ON or OFF, depending upon the approach type. BIRD will be selected ON at the beginning of circling if not

before, and circling pattern is flown visual with FDs OFF.

Typical Circling Approach - Lateral Profile

-

Descent and Approach Preparation

F Flight Plan Revisions

• Lateral F.PLN - the approach is the Instrument Approach to destination.

• Vertical F.PLN - insert F speed constraint at FAF, since instrument approach will be flown CONF3 - L/G DN -

F Speed.

This allows you to have a proper descent profile, proper prediction, VDEV, etc. and a comprehensive ND.

P Perf Data

• PERF APPR - insert Tower wind as usual.

R Rad Nav

• The insertion of the instrument approach ensures proper autotune; else manually tune the desired Navaid.

S Sec F.PLN

• Copy Active F.PLN. Revise the Approach by selecting the Landing Runway (keep the F.PLN discontinuity).

Thus while in the visual pattern, after having activated the SEC F.PLN, it will be most comfortable to have a

proper ND display, materializing the landing axis and runway.

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11/5 - VISUAL APPROACH

The visual approach is flown with (FPV) BIRD ON, AP/FDs off, ATHR ON and managed speed.

Typical Visual Pattern - Lateral Profile

!

Initial Approach

As a help to have a comprehensive display on ND, ND may be set to ROSE NAV to assist the pilot to visualize the

circuit from mid-downwind.

At the beginning of downwind leg, activate the APPR PHASE. The FCU altitude target is selected as downwind leg

altitude, and the FCU track target to downwind leg course.

!

Intermediate / Final approach

- Downwind CONF1 - S speed.

- Ask PNF to set downwind leg TRK (index on horizon line as an assistance).

- Assess A/C position visually (XTK is an assistance).

- End of downwind - CONF2 start base turn.

- During base usually shallow descent - ask LDG DN / SPLR arm.

- Ask PNF for RWY TRK and GO AROUND ALT on FCU.

- Then FLAP3 / FLAP FULL.

- At 500 ft, the A/C must be stabilized (L/G DN - FLAP FULL - VAPP).

!

Other drills

- In case of turbulence / misalignment … be SMOOTH on the side stick. The A/C is « naturally » very stable.

- Once established on the descent path, DON’T DUCK UNDER in short final.

AN AIRCRAFT PROPERLY STABILIZED ON SHORT FINAL

WILL HAVE A SAFE LANDING.

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12 - PRECISION APPROACHES - CAT II - CAT III

!

General Consideration

• The only Precision Approaches are CAT I, II and III approaches. Since those approaches are flown to very low

DHs, with very low RVRs, the guidance of the aircraft on the ILS beam, and the guidance of the aircraft speed

must be CONSISTENTLY of HIGH PERFORMANCE and ACCURATE so that the transition to visual

conditions (if any) is achieved with the aircraft properly stabilized. Hence:

-

The Autoland is the preferred landing technique in such conditions.

-

Any failure of the automated systems shall not significantly affect the aircraft attitude and trajectory.

-

The aircrew task sharing and procedures allow you to rapidly detect any anomaly and thus lead to the

right decision.

• The general strategy for Precision Approaches is similar to the one applied for a standard ILS (or CAT I)

approach.

The main differences are outlined hereunder:

ILS

CAT III

Category

CAT I

CAT II

Strategy

DH

NO DH

Hand flown

AP/FD/ATHR

Flying Technique

AP / FD / ATHR down to DH

or AP/FD, ATHR

and Autoland

DA (DH) Baro ref

DH Radioaltimeter

Minima & Weather*

Ceiling + visibility

RVR

Possible with

Autoland

Autoland

precautions

Available & Recommended

must be used

Normal DA applies

Handflown in

Overweight Landing

exceptional

Autoland possible exceptionally - precautions

circumstances

* for CAT II/CAT III approaches, the weather at ALTN must be at least equal or better than CAT I.

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• In order to fly a precision approach:

- the aircraft equipment and systems required must be available (FCOM 4.05.70),

- the airport equipment and installation required must be available and serviceable,

- the airport has to be operating in CAT II/III conditions,

- the aircrew must be qualified,

- the specific wind limitations (30 kts head, 10 kts tail, 20 kts cross), and the maximum altitude limit as per

AFM must be applied:

319

All

9200 ft

Basic

2500 ft

320

CFM mod 24617

9200 ft

IAE mod 23893

6500 ft

321

Basic

2500 ft

CFM 24385 or IAE 24386

5750 ft

-

G/S must be comprised between 2.5° and 3.15°.

NOTE:

If CATII/III training is being achieved on a given airfield, the airport must be advised. CAT II/III training may be

done on CAT I installation with precautions.

• The landing capability of the airborne systems is announced on the FMA:

-

CAT3 SINGLE is announced when the airborne systems are fail passive which means that a single

failure will lead to the disconnection of the AP without any significant consequent deviation from the flight

path and from present attitude, the aircraft remaining in trim.

Manual flight is then required. This explains why DH is 50ft.

-

CAT3 DUAL is announced when the airborne systems are fail operational. In case of a single failure, the

AP will continue to guide the aircraft on the flight path. Should the failure occur below the alert height the

Autoland maneuver will be achieved safely; in that case no capability degradation is indicated.

Such a redundancy allows NO DH or a DH 20ft.

-

However the indication CAT3 DUAL (SINGLE), which ensures that the level of redundancy of the

essential automated systems and of the required information is achieved, does not mean that the overall

A/C status allows for such low minima. Indeed some A/C systems are not monitored within this indication

(e.g. wipers, STD BY ATT indicator …).

NOTE:

Alert Height 200 ft. The Alert Height is defined for CAT III operations with a fail-operational system. It is linked to

the probability of failure of the automatic landing system. If a failure affecting the fail operational criteria occurs

below Alert height, no category degradation is indicated to the crew. An operator may choose an Alert Height

LOWER than the one mentioned in the AFM but not higher.

DATE: JAN 2001

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