Airbus A318/319/320/321. FLIGHT CREW TECHNIQUES MANUAL (2005-2022)

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Ident.: PR-NP-SOP-190-GUI-B-00019400.0001001 / 20 MAR 17

DEFINITION

DECISION HEIGHT

The Decision Height (DH) is the wheel height above the runway elevation by which a go around

must be initiated unless appropriate visual reference has been established and the aircraft

position and the approach path have been assessed as satisfactory to continue the automatic

approach and landing safely. The DH is based on RA.

ALERT HEIGHT

The Alert Height (AH) is the height above the runway, based on the characteristics of the

aeroplane and its fail-operational automatic landing system, above which a CATIII approach

would be discontinued and a missed approach initiated if a failure occurred in one of the

redundant parts of the automatic landing system, or in the relevant ground equipment.

In others AH definition, it is generally stated that if a failure affecting the fail-operational criteria

occurs below the AH, it would be ignored and the approach continued (except if AUTOLAND

warning is triggered). The AH concept is relevant when CAT 3 DUAL is displayed on FMA.

On single aisle Airbus family, the AH =100 ft.

CAT 3 SINGLE

CAT 3 SINGLE is announced when the airborne systems are fail passive which means that a

single failure will lead to the AP disconnection without any significant out of trim condition or

deviation of the flight path or attitude. Manual flight is then required. This minimum DH is 50 ft.

CAT 3 DUAL

CAT 3 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 and the automatic

landing system will operate as a fail-passive system. In the event of a failure below the AH, the

approach, flare and landing can be completed by the remaining part of the automatic system. In

that case, no capability degradation is indicated. Such a redundancy allows CAT III operations

with or without DH.

Ident.: PR-NP-SOP-190-GUI-B-00019401.0001001 / 20 MAR 17

FLIGHT PREPARATION

In addition to the normal flight preparation, the following preparation must be performed when CAT

II or CAT III approach is planned:

- Ensure that destination airport meets CAT II or CAT III requirements

- Check aircraft required equipment for CAT 2 or CAT 3 in QRH

- Check that crew qualification is current

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- Consider extra fuel for possible approach delay

- Consider weather at alternate

Ident.: PR-NP-SOP-190-GUI-B-00019402.0001001 / 20 MAR 17

APPROACH PREPARATION

LIMITATIONS

- The crew will check that tower wind remains within the limit for CAT II or CAT III approaches

(Refer to FCOM/LIM-AFS-20 Maximum Wind Conditions for ILS/MLS (If Installed) CAT II or

CAT III and for GLS (If Installed) CAT I)

- The autoland maximum altitude must be observed.

AIRCRAFT CAPABILITY

The failures that may affect the aircraft's CAT 2 or CAT 3 capability are listed in the QRH. Most

of these failures are monitored by the FMGS and the landing capability will be displayed on the

FMA once the APPR pb is pressed, i.e. CAT 2, CAT 3 SINGLE, CAT 3 DUAL. However, there

are a number of failures which affect the aircraft's landing capability which are not monitored

by the FMGS and, consequently, not reflected on the FMA. It is very important, therefore, that

the crew refer to the QRH to establish the actual landing capability if some equipment are listed

inoperative.

AIRPORT FACILITIES

The airport authorities are responsible for establishing and maintaining the equipment required

for CAT II/III approach and landing. The airport authorities will activate the LVP procedures as

the need arises based on RVR. Prior to planning a CAT II/III approach, the crew must ensure

that LVP are in force.

CREW QUALIFICATION

The captain must ensure that both crew members are qualified and that their qualification is

current for the planned approach.

SEATING POSITION

The crew must realise the importance of eye position during low visibility approaches and

landing. A too low seat position may greatly reduce the visual segment. When the eye reference

position is lower than intended, the visual segment is further reduced by the cut-off angle of the

glareshield or nose. As a rule of thumb, an incorrect seating position which reduces the cut-off

angle by 1 ° reduces the visual segment by approximately 10 m (30 ft).

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USE OF LANDING LIGHTS

The use of landing lights at night in low visibility can be detrimental to the acquisition of visual

reference. Reflected lights from water droplets or snow may actually reduce visibility. The

landing lights would, therefore, not normally be used in CAT II/III weather conditions.

APPROACH STRATEGY

Regardless of the actual weather conditions, the crew should plan the approach using the

best approach capability. This would normally be CAT 3 DUAL with autoland, depending upon

aircraft status. The crew should then assess the weather with respect to possible downgrade

capability.

Conditions

CAT I

CAT II

CAT III

WITH DH

NO DH

Flying technique

Manual flying or

AP/FD, A/THR

AP/FD/ATHR and Autoland

AP/FD, A/THR

down to DH

Minima & weather

DA (DH) Baro ref Visibility

DH with RA

RVR

Autoland

Possible with precautions

Recommended

Mandatory

GO AROUND STRATEGY

The crew must be ready mentally for go-around at any stage of the approach. Should a

failure occur above 1 000 ft RA, all ECAM actions (and DH amendment if required) should be

completed before reaching 1 000 ft RA, otherwise a go-around should be initiated. This ensures

proper task sharing for the remainder of the approach.

APPROACH BRIEFING

Before commencing a CAT II/III approach a number of factors must be considered by the crew.

In addition to the standard approach briefing, the following points should be emphasised during

an approach briefing for a low visibility approach:

- Aircraft capability

- Airport facilities

- Crew qualification

- Weather minima

- Task sharing

- Call-outs

- Go-around strategy

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Ident.: PR-NP-SOP-190-GUI-B-00019403.0001001 / 31 AUG 17

APPROACH PROCEDURE

TASK SHARING

The workload is distributed in such a way that the PF primary tasks are supervising and

decision making and the PM primary task is monitoring the operation of the automatic system.

PF Tasks

The PF supervises the approach (trajectory, attitude, speed) and takes appropriate decision

at DH or in case of failure.

Since the approach is flown with AP/FD/A-THR, the PF must be continuously ready to

take-over:

- If any AP hard over is experienced

- If a major failure occurs

- If any doubt arises.

The PF announces "LAND", when displayed on FMA.

PM Tasks

For aircraft without HUD or with single HUD, the PM is head down throughout the automatic

approach and automatic landing.

For aircraft with DUAL HUD, the PM may be head up or head down.

The PM monitors:

- The FMA and calls all mode changes below 350 ft as required (i.e. after PF calls "LAND")

- The Auto call out

- The aircraft trajectory or attitude exceedance

- Any failures.

The PM should be go-around minded.

SOME SYSTEM PARTICULARS

- Below 700 ft RA, data coming from the FMS is frozen e.g.: ILS tune inhibit.

- Below 400 ft RA, the FCU is frozen.

- At 350 ft, LAND must be displayed on FMA. This ensures correct final approach guidance.

- Below 200 ft, the AUTOLAND red light illuminates if:

• Both APs trip off

• Excessive beam deviation is sensed

• Localizer or glide slope transmitter or receiver fails

• A RA discrepancy of at least 15 ft is sensed.

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- Flare comes at or below 40 ft

- THR IDLE comes at or below 30 ft

- RETARD auto call out comes at 10 ft for autoland as an order (Instead of 20 ft for manual

landing as a reminder).

VISUAL REFERENCE

Approaching the DH, the PF starts to look for visual references, progressively increasing

external scanning. It should be stressed that the DH is the lower limit of the decision zone.

The captain should come to this zone prepared for a go-around but with no pre-established

judgement.

Required conditions to continue:

- With DH:

In CAT II operations, the conditions required at DH to continue the approach are that the

visual references should be appropriate to monitor the continued approach and landing

and that the flight path should be acceptable. If both these conditions are not satisfied, it is

mandatory to initiate a go-around.

In CAT III operations, the condition required at DH is that there should be visual references

which confirm that the aircraft is over the touch down zone. Go-around is mandatory if the

visual references do not confirm this.

- Without DH:

The decision to continue does not depend on visual references, even though a minimum

RVR is specified. The decision depends only on the operational status of the aircraft and

ground equipment. If a failure occurs prior to reaching the AH, a go-around will be initiated.

A go-around must nevertheless be performed if AUTOLAND warning is triggered below AH.

However, it is good airmanship for the PF to acquire visual cues during flare and to monitor

the roll out.

Loss of visual reference

- With DH before touch down:

If decision to continue has been made by DH and the visual references subsequently become

inappropriate a go-around must be initiated.

A late go-around may result in ground contact. If touch down occurs after TOGA is engaged,

the AP remains engaged in that mode and A/THR remains in TOGA. The ground spoilers and

auto-brake are inhibited.

- With DH or without DH after touch down:

If visual references are lost after touch down, a go-around should not be attempted. The

roll-out should be continued with AP in ROLL OUT mode down to taxi speed.

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FLARE/LANDING/ROLL OUT

During the flare, decrab and roll-out, the PF will look outside to assess that the autoland is

properly carried out, considering the appropriate visual references.

For CAT II approaches, autoland is recommended. If manual landing is preferred, the PF will

take-over at 80 ft at the latest. This ensures a smooth transition for the manual landing.

Pull to REV MAX (or REV IDLE if conditions permits) at main landing gear touchdown (not

before).

The use of auto-brake is recommended as it ensures a symmetrical brake pressure application.

However, the crew should be aware of possible dissymmetry in case of crosswind and wet

runways.

The PM should make the standard callouts and advise ATC when the landing roll is completed.

Ident.: PR-NP-SOP-190-GUI-B-00019405.0001001 / 20 MAR 17

AUTOLAND IN CAT I OR BETTER WEATHER CONDITIONS

The flight crew may wish to practice automatic landings in CAT I or better weather conditions for

training purposes. This type of approach should be carried out only with the airline authorization.

The flight crew should be aware that fluctuations of the LOC and/or GS might occur due to the fact

that protection of ILS sensitive areas, which applies during LVP, will not necessarily be in force. It

is essential, therefore, that the PF is prepared to take over manually at any time during a practice

approach and rollout, should the performance of the AP become unsatisfactory.

APPROACH USING FINAL APP GUIDANCE

Ident.: PR-NP-SOP-190-GUI-D-00021791.0001001 / 13 DEC 17

Applicable to: ALL

IDENTIFICATION OF FINAL DESCENT POINT

It is recommended to arm FINAL APP mode when the TO waypoint is the FDP.

The Final Descent Point is the waypoint from which starts the FMS segment with coded FPA.

From this Final Descent Point, lateral and vertical profiles must be checked by crosschecking the

following elements on approach chart, MCDU and ND: (see figure below)

- Identification of FPA segment,

- Final Descent Point / VIP position,

- Constraint altitude,

- Map.

There can be some differences between charts and FMGC. The schemas below propose some

examples to provide support in identification of the Final Descent Point. These examples do not

aim at being exhaustive and other approach configuration can be flown.

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Identification of the FDP when before the FAF

Ident.: PR-NP-SOP-190-GUI-D-00019391.0003001 / 25 JUL 17

Applicable to: ALL

INTERCEPTION OF THE FINAL APPROACH COURSE

It is essential to have a correct F-PLN in order to ensure proper final approach guidance. Indeed

the NAV and APP NAV modes are always guiding the aircraft along the F-PLN active leg and the

managed vertical mode ensures VDEV =0, VDEV, being computed along the remaining F-PLN to

destination. Hence, the crew will monitor the proper sequencing of the F-PLN, more specifically

if HDG mode is selected, by checking that the TO WPT, on upper right hand corner of ND, is the

most probable one and meaningful.

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The flight crew can use the DIR TO RADIAL IN function to sequence the F-PLN.

When cleared for final approach course interception, the pilot should press the APPR p/b on FCU.

On the FMA, APP NAV mode becomes armed or engaged and FINAL mode becomes armed. The

VDEV or "brick" scale becomes active and represents the vertical deviation, which may include a

level segment. The VDEV/brick scale will only be displayed if ILS or LS pb is not pressed. If the

ILS or LS pb is pressed by mistake, the V/DEV will flash in amber on the PFD.

The final approach course interception will be monitored through applicable raw data.

Ident.: PR-NP-SOP-190-GUI-D-00019077.0001001 / 20 MAR 17

Applicable to: ALL

INTERCEPTION OF THE FINAL VERTICAL LEG

For a managed approach, FINAL APP becomes active and the FMS manages both lateral and

vertical guidance. The crew will monitor the final approach using:

- Start of descent blue symbol on ND

- FMA on PFD

- VDEV, XTK, F-PLN on ND with GPS PRIMARY

- VDEV, XTK, F-PLN confirmed by needles, distance/altitude.

If FINAL does not engage at the beginning of the final descent, the flight crew should consider

to interrupt the instrument approach procedure unless they can maintain visual references

throughout the approach.

In some NPAs, the final approach flies an "idle descent" segment from one altitude constraint 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.

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Final Approach Trajectory with Idle Descent Segment

Ident.: PR-NP-SOP-190-GUI-D-00020820.0006001 / 04 SEP 18

Criteria: 22-1315, 22-1359, 22-1360, P11856, P12911, SA

1 Applicable to: MSN 02155-03097, 05152-07792

REACHING MINIMA

The applicable minima are those associated with the approach chart.

When the aircraft reaches the minima, the PM either monitors or announces “MINIMUM”.

The current altitude value becomes amber.

 If the appropriate visual conditions are met at minima:

The flight crew can visually continue the approach.

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 Below minima:

When the FINAL APP mode is used for approach, the FDs provide lateral and vertical

managed guidance down to the MAP. The flight crew can keep the AP/FD engaged below

minima.

Keeping the AP/FD below minima when visual references are acquired is highly valuable

in the following conditions:

- High minima above ground level

- Marginal weather conditions.

However, the guidance may not be relevant especially in the following cases:

- MAP not at the RWY threshold and final segment not aligned with the runway track

(final segment does not cross the RWY threshold)

- Strong offset between final segment and runway track.

In such cases the AP/FD should be switched off. The flight crew may use TRK FPA (bird)

flying reference and adjust RWY TRK as required.

 At the MAP or Minimum Use Height of the AP:

The FMS invalidates the vertical profile at the MAP. The FDs revert from FINAL APP to

HDG V/S mode.

Thus, the flight crew must disconnect the AP no later than the MAP or the Minimum Use

Height of AP, whichever occurs first (Refer to FCOM/LIM-AFS-10 Autopilot Function for

the Minimum Use Height of AP).

Switching OFF FDs and use of Bird after the MAP is at pilot discretion.

CAUTION

- Below minima, the visual references must be the primary references until

landing.

- From minima down to the MAP the FD provides an additional guidance.

The FD must be switched off if the guidance is not relevant or not followed.

- After the MAP, disregard the FD as it reverts to HDG V/S.

 If the appropriate visual conditions are not met at minima:

The flight crew must initiate a missed approach.

Ident.: PR-NP-SOP-190-GUI-D-00020820.0003001 / 04 SEP 18

Criteria: 22-1315, SA

Applicable to: MSN 04392

REACHING MINIMA

The applicable minima are those associated with the approach chart.

When the aircraft reaches the minima, the PM either monitors or announces “MINIMUM”.

The current altitude value becomes amber.

 If the appropriate visual conditions are met at minima:

The flight crew can visually continue the approach.

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 Below minima:

When the FINAL APP mode is used for approach, the FDs provide lateral and vertical

managed guidance down to the MAP. The flight crew can keep the AP/FD engaged below

minima.

Keeping the AP/FD below minima when visual references are acquired is highly valuable

in the following conditions:

- High minima above ground level

- Marginal weather conditions.

However, the guidance may not be relevant especially in the following cases:

- MAP not at the RWY threshold and final segment not aligned with the runway track

(final segment does not cross the RWY threshold)

- Strong offset between final segment and runway track.

In such cases the AP/FD should be switched off. The flight crew may use TRK FPA (bird)

flying reference and adjust the RWY TRK as required.

 At the MAP or Minimum Use Height of the AP:

The FMS invalidates the vertical profile at the MAP. The FDs revert from FINAL APP to

HDG V/S mode and the AP automatically disconnects.

Thus, the flight crew must disconnect the AP no later than the MAP or the Minimum Use

Height of AP, whichever occurs first (Refer to FCOM/LIM-AFS-10 Autopilot Function for

the Minimum Use Height of AP).

Switching OFF FDs and use of Bird after the MAP is at pilot discretion.

CAUTION

- Below minima, the visual references must be the primary references until

landing.

- From minima down to the MAP the FD provides an additional guidance.

The FD must be switched off if the guidance is not relevant or not followed.

- After the MAP, disregard the FD as it reverts to HDG V/S.

 If the appropriate visual conditions are not met at minima:

The flight crew must initiate a missed approach.

Ident.: PR-NP-SOP-190-GUI-D-00019392.0001001 / 20 MAR 17

Applicable to: ALL

COLD WEATHER OPERATIONS

For all Non Precision Approaches, there is a minimum OAT. Below this temperature, the error on

the barometric altitude is no longer acceptable, and altitude should be corrected in temperature.

As it is not authorized to make these altitude corrections to the final approach segment of the FM

Flight Plan (F-PLN) through the MCDU, it is not possible to use FINAL APP when OAT is below

this minimum OAT. The flight crew must then use selected vertical guidance. This minimum OAT

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is indicated on the approach chart or must be defined by the operator based on the terrain profile

(plus adequate margin).

APPROACH USING FPA GUIDANCE

Ident.: PR-NP-SOP-190-GUI-E-00020344.0001001 / 20 MAR 17

Applicable to: ALL

GENERAL

This section deals with flying an approach with the FPA guidance.

The lateral guidance may be either managed or selected and the vertical guidance is FPA.

The use of AP is recommended for all approaches using FPA guidance as it reduces crew

workload and facilitates monitoring the procedure and flight path.

The following sections list some particularities of these approaches.

Ident.: PR-NP-SOP-190-GUI-E-00020352.0001001 / 20 MAR 17

Applicable to: ALL

INTERCEPTION OF THE FINAL APPROACH COURSE

When cleared for final approach course interception:

 If NAV ACCURACY HIGH:

NAV mode can be used. Under radar vectoring, the crew should use the DIR TO FDP with

RADIAL INBD facility.

 If NAV ACCURACY LOW:

Select appropriate TRK on FCU, in order to establish final course tracking with reference to

navaid raw data. When established on the final course, the selected track compensates for

drift.

The final approach course interception should be monitored through applicable raw data (ADF,

VOR, LOC).

Ident.: PR-NP-SOP-190-GUI-E-00020343.0001001 / 04 SEP 18

Applicable to: ALL

INTERCEPTION OF THE FINAL VERTICAL LEG

The Final Path Angle (FPA) should be preset on the FCU 1 NM prior to the FDP at the latest. A

smooth interception of the final approach path can be achieved by pulling the FPA selector 0.3 NM

prior to the FDP.

The vertical trajectory should be monitored with altitude/distance raw data.

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Ident.: PR-NP-SOP-190-GUI-E-00020821.0001001 / 20 MAR 17

Applicable to: ALL

REACHING MINIMA

When approaching minima, the pilot flying should expand the instrument scan to include outside

visual cues.

If the required visual conditions are not met at minima, or are lost below minima, a missed

approach must be initiated.

Ident.: PR-NP-SOP-190-GUI-E-00019394.0001001 / 20 MAR 17

Applicable to: ALL

LOC ONLY, ILS G/S OUT

LOC ONLY approaches may be flown using the LOC signal for lateral navigation and FPA for

vertical guidance.

DESCENT (CROSSING FL100)

The flight crew will select LS p/b on the EFIS control panel.

INITIAL/INTERMEDIATE APPROACH

The flight crew will press LOC pb-sw on the FCU when cleared for approach and on the

intercept trajectory for the final approach course. The flight crew will monitor the LOC armed

mode and then LOC capture.

FINAL APPROACH

Approaching the point where the final descent starts, the flight crew will initiate the descent as

for approach using vertical selected guidance.

Ident.: PR-NP-SOP-190-GUI-E-00020342.0001001 / 25 JUL 17

Criteria: SA

2 Applicable to: MSN 02155-02274, 04392-07792

BACK COURSE LOCALIZER APPROACH

Back course localizer (LOC B/C) approach consists in using the LOC signal of the opposite

runway for lateral approach management.

LOC B/C approach should be flown using the TRK mode for lateral guidance and the FPA mode

for vertical guidance. The approach is flown using the ND in ROSE LS/ILS mode as it shows the

correct LEFT/RIGHT information for the beam deviation.

The preferred technique is the early stabilized approach technique, using the AP/FD and A/THR.

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APPROACH PREPARATION

The flight crew should manually enter the ILS in the MCDU RAD NAV page using:

- Either the IDENT (ILS stored in the FMS database). If RWY/ILS MISMATCH message is

triggered the flight crew can disregard it.

- Or the frequency (ILS not stored in the FMS database).

In both cases, the front course will be entered in the CRS field.

DESCENT (CROSSING FL100)

CAUTION

The flight crew must not select ILS via the ILS/LS pb: doing so makes the PFD

show reverse deviations.

The flight crew must not arm the LOC or APPR modes.

The flight crew must not select the LS pb on ISIS  , since it displays the LOC

deviations in the wrong sense.

INITIAL / INTERMEDIATE APPROACH

The flight crew should:

- select the ND in ROSE ILS/LS mode on the EFIS control panel. The display shows the

correct LEFT/RIGHT information for the beam deviation.

- select the TRK/FPA flying reference (bird).

When clear for approach, the crew should intercept manually LOC B/C using the blue TRK

index with reference with LOC B/C lateral deviation on ND.

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FINAL APPROACH

Approaching the Final Descent Point, the flight crew will select the FPA corresponding to the

final approach path.

Ident.: PR-NP-SOP-190-GUI-E-00020342.0002001 / 25 JUL 17

Criteria: P8161, SA

Applicable to: MSN 02719-03097

BACK COURSE LOCALIZER APPROACH

Back course localizer (LOC B/C) approach consists in using the LOC signal of the opposite

runway for lateral approach management.

LOC B/C may be flown using the LOC B/C mode for lateral guidance and the FPA mode for

vertical guidance.

The preferred technique is the early stabilized approach technique, using the AP/FD and A/THR.

APPROACH PREPARATION

 If the LOC B/C approach is stored in the FMS database:

The flight crew should insert the LOC B/C approach into the F-PLN. The ILS frequency and

associated back course are automatically tuned and displayed on the MCDU RAD NAV

page. The CRS digit will be preceded by a "B" ("B" means Back Course).

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In this example:

- Standard ILS APPR procedure on RWY 08 (CRS = 075 °)

- B/C LOC APP procedure on RWY 26 (CRS = 255 °)

INSERT CRS = B255

Note:

No title is displayed on the ND.

DESCENT (CROSSING FL100)

The flight crew should press the ILS/LS pb on the FCU and deselect the LS pb on ISIS 

(ISIS displays the LOC reverse deviations).

INITIAL / INTERMEDIATE APPROACH

The flight crew should select the ND in ROSE ILS/LS mode on the EFIS control panel.

When cleared for the approach and on the intercept trajectory for the final approach course, the

flight crew should press the LOC pb on the FCU. The LOC B/C mode arms.

CAUTION

The flight crew must not arm the APPR mode.

The flight crew should select the TRK/FPA flying reference (bird).

FINAL APPROACH

Approaching the Final Descent Point, the flight crew will select the FPA corresponding to the

final approach path.

CIRCLING APPROACH

Applicable to: ALL

Ident.: PR-NP-SOP-190-GUI-F-00019395.0001001 / 12 NOV 20

The circling approach is the visual phase of an instrument approach to bring an aircraft into position

for landing on a runway which is not suitably located for a straight-in approach (e.g. due to wind

conditions).

APPROACH PREPARATION

The flight crew performs the approach preparation before starting the descent, including

tuning of the reference navaids. They should include the following additional items in the FMS

programming:

F-PLN

Lateral: Enter STAR, instrument approach procedure, including the missed approach procedure

for instrument approach.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 20/28

FCTM

← D to E →

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Vertical: Insert F speed as constraint at FAF since the circling approach will be flown in

configuration 3, landing gear down and F speed. Check altitude constraints.

SEC F-PLN

When planning for a circling approach, the landing runway will be inserted into the SEC F-PLN.

The crew will update the SEC F-PLN as follows:

- SEC F-PLN then COPY ACTIVE

- Lateral revision on destination and insert landing runway

- Keep the F-PLN discontinuity

APPROACH BRIEFING

The flight crew should perform the Approach Briefing with additional items specific to the circling

procedure:

- Circling minima as published on the Approach chart or as per Company Operations Manual

- Direction of circling, if restricted according to the Approach chart, e.g. due to terrain. It is

preferable that PF should be on the same side as the direction of circling, e.g. for circling to the

left, PF should be CM1

- Significant obstacles in airport vicinity

- Technique to be used (e.g. AP and A/THR, FPV) and configuration

- Action in the case of loss of visual references.

FINAL INSTRUMENT APPROACH

The flight crew flies an early stabilized approach at F speed, configuration 3 and landing gear

down.

The flight crew can perform the LANDING C/L except the FLAPS for landing. They will check the

configuration for landing during the final turn.

CIRCLING APPROACH

CAUTION

The flight crew must conduct the flight within the circling area, while maintaining

required visual references at all times.

The following can be used to assist the flight crew in the circling approach pattern:

- Selected modes with AP are recommended. Waypoints can be entered before the approach

to assist the flight crew in the circling approach pattern. However, they must not fly this pattern

with AP engaged in NAV mode

- The ND in ROSE mode with a low range can be used for situational awareness

- In support to the timing technique, the flight crew should initiate the base turn when the aircraft

is approximately on the 45 ° angle of the runway threshold.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 21/28

FCTM

← E →

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

Note:

The circling area which ensures obstacle clearance is based on a maximum speed of

180 kt for Category C aircraft. Maintaining F speed during the circling procedure ensures

that the aircraft remains within the safe circling area. In regions where FAA TERPS

criteria apply, the circling areas and limit speeds are more restrictive. Therefore, in these

regions, refer to the Company SOPs.

At the Circling MDA(H) at the latest:

- Perform a level off

At MAP, if the flight crew finds no visual reference:

- Initiate a go-around

When required conditions for circling are satisfied:

- Select TRK-FPA

- Preselect a track of 45 ° away from the final approach course (or as required by the published

procedure)

- When wings level, start the chrono

- After approximately 30 s select the downwind track parallel to the landing runway

- At any time in the downwind leg, activate the SEC F-PLN to display the landing runway and to

take credit of the ground speed mini function in final approach when managed speed is used.

Nevertheless, the flight crew should avoid a too early activation of the SEC F-PLN in order to

keep the missed approach procedure of the instrument approach within the FMS if a go-around

is necessary.

- When the aircraft is abeam the runway threshold, start the CHRONO. The time from abeam

threshold to the beginning of the base turn depends on the height above touchdown:

Approximately 3 s /100 ft.

- Disconnect the AP and remove the FDs at the latest before starting the descent toward the

runway. Keep the A/THR.

- To perform the final turn, initially maintain 25 ° bank angle and maintain the altitude until the

visual references for the intended runway are distinctly visible and identifiable

- Set the landing configuration when appropriate, but ensure early stabilization in final

- When the aircraft is fully configured for landing, complete LANDING checklist.

If, at any time during the circling procedure, the required visual references are lost, the main

objective is to climb and to leave the circling area into the missed approach of the initial instrument

approach, while remaining within the obstacle-free area, unless otherwise specified.

When the SEC F-PLN is activated, the go-around procedure in the FMS is associated with the

landing runway, and not with the instrument approach. Therefore, if visual references are lost

during the circling approach, the flight crew should fly the go-around using selected guidance,

following the pre-briefed missed approach procedure, unless otherwise specified.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 22/28

FCTM

← E →

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

VISUAL APPROACH

Applicable to: ALL

Ident.: PR-NP-SOP-190-GUI-G-00019397.0002001 / 20 MAR 17

INITIAL APPROACH

The flight crew must keep in mind that the pattern is flown visually. However, the cross track error

on ND is a good cue of the aircraft lateral position versus the runway centerline. This indication

can be obtained when performing a DIR TO radial inbound on the last available waypoint,

positionned on the extended runway centerline.

The flight crew will aim to get the following configuration at beginning of the downwind leg:

- Both AP and FDs will be selected off

- BIRD ON

- A/THR confirmed active in speed mode, i.e. SPEED on the FMA

- Managed speed will be used to enable the "GS mini" function

- The downwind track will be selected on the FCU to assist in downwind tracking

- The downwind track altitude will be set on FCU.

Ident.: PR-NP-SOP-190-GUI-G-00019398.0001001 / 04 SEP 18

INTERMEDIATE / FINAL APPROACH

Assuming a 1 500 ft AAL circuit, the base turn should be commenced 45 s after passing abeam

the downwind threshold (3 s/100 ft +/- 1 s/1 kt of headwind / tailwind).

The final turn onto the runway centreline will be commenced with 20 ° angle of bank. Initially the

rate of descent should be 400 ft/min, increasing to 700 ft/min when established on the correct

descent path

The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised,

a go-around must be carried out.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 24/28

FCTM

F →

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - APPROACH

TECHNIQUES MANUAL

APPROACH PHASE ACTIVATION

The approach technique is the early stabilized approach.

Ident.: PR-NP-SOP-190-GUI-H-00019381.0001001 / 20 MAR 17

INTERMEDIATE APPROACH

The TRK index will be set to the ILS course and, once established on the LOC, the tail of the bird

should be coincident with the TRK index. This method allows accurate LOC tracking taking into

account the drift.

Should the LOC deviate, the pilot will fly the bird in the direction of the LOC index, and when

re-established on the LOC, set the tail of the bird on the TRK index again. If there is further LOC

deviation, check unwanted residual bank angle. Also a slight IRS drift should be suspected as the

bird is computed out of IRS data.

The ILS course pointer and the TRK diamond are also displayed on PFD compass.

Ident.: PR-NP-SOP-190-GUI-H-00019382.0001001 / 20 MAR 17

FINAL APPROACH

When ½ dot below the G/S, the pilot should initiate the interception of the G/S by smoothly flying

the FPV down to the glide path angle. Should the G/S deviate, the pilot will make small corrections

in the direction of the deviation and when re-established on the G/S, reset the bird to the G/S

angle.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-190-GUI P 28/28

FCTM

← G

12 JAN 22

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

APPROACH AND LANDING TECHNIQUES

Ident.: PR-NP-SOP-250-00020010.0001001 / 20 MAR 17

Applicable to: ALL

A stabilized approach is essential for achieving successful landings. It is imperative that the flare

height be reached at the appropriate airspeed and flight path angle. The A/THR and FPV are

effective aids to the pilot.

VAPP should be determined with the wind corrections by using the FMGS functions. As a reminder,

when the aircraft is close to the ground, the wind intensity tends to decrease and the wind direction

to turn (direction in degrees decreasing in the northern latitudes). Both effects may reduce the head

wind component close to the ground and the wind correction to VAPP is there to compensate for this

effect.

When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to

maintain a close tracking of the glideslope. Priority should be given to the attitude and sink rate. If a

normal touchdown distance is not possible, a go-around should be performed.

If the aircraft has reached the flare height at VAPP, with a stabilized flight path angle, the normal

SOP landing technique will lead to the right touchdown attitude and airspeed.

During the flare, the pilot should not concentrate on the airspeed, but only on the attitude with

external cues.

Specific PM call outs have been reinforced for excessive pitch attitude at landing.

TRANSITION TO VISUAL REFERENCES

Ident.: PR-NP-SOP-250-00020016.0001001 / 20 MAR 17

Applicable to: ALL

When Transitioning from IMC to VMC, the crew will watch the bird versus the aircraft attitude symbol

in the center of the PFD. This provides a good assessment of the drift, thus in which direction to look

for the runway.

But, then:

- Do not turn towards the runway

- Do not duck under.

FLARE AND TOUCHDOWN

Ident.: PR-NP-SOP-250-00020012.0001001 / 14 DEC 18

Applicable to: ALL

PITCH CONTROL

When approaching the ground, auto-trim ceases and the flare law activates. During flare, PF will

have to apply a progressive and gentle back stick order until touchdown. The flare law technique is

thus very conventional.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 1/10

FCTM

A to C →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

Prior to flare, avoid destabilization of the approach and steepening the slope at low heights in

attempts to target a shorter touchdown. If a normal touchdown point cannot be achieved or if

destabilization occurs just prior to flare, a go-around (or rejected landing) should be performed.

The PM monitors the rate of descent and should call "SINK RATE" if the vertical speed is

excessive prior to the flare.

From stabilized conditions, the flare height is about 30 ft.

This height varies due to the range of typical operational conditions that can directly influence the

rate of descent.

Compared to typical sea level flare heights for flat and adequate runway lengths, pilot need to be

aware of factors that will require an earlier flare, in particular:

- High airport elevation.

Increased altitude will result in higher ground speeds during approach with associated increase

in descent rates to maintain the approach slope.

- Steeper approach slope (compared to nominal 3 °).

- Tailwind.

Increased tailwind will result in higher ground speed during approach with associated increase

in descent rates to maintain the approach slope.

- Increasing runway slope.

Increasing runway slope and/or rising terrain in front of the runway will affect the radio height

callouts down to over flying the threshold used by the flight crew to assess the height for the

start of flare possibly causing flare inputs to be late. The visual misperception of being high is

also likely.

Note that the cumulative effect of any of the above factors combined for one approach will require

even more anticipation to perform an earlier flare.

If the flare is initiated too late then the pitch changes will not have sufficient time to allow the

necessary change to aircraft trajectory. Late, weak or released flare inputs increase the risk of a

hard landing.

Avoid under flaring.

- The rate of descent must be controlled prior to the initiation of the flare (rate not increasing)

- Start the flare with positive ( or "prompt") backpressure on the sidestick and holding as

necessary

- Avoid forward stick movement once Flare initiated (releasing back-pressure is acceptable)

At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is a reminder rather

than an order. When best adapted, the pilot will rapidly retard all thrust levers: depending on the

conditions, the pilot will retard earlier or later. However, the pilot must ensure that all thrust levers

are at IDLE detent at the latest at touchdown, to ensure ground spoilers extension at touchdown.

In order to assess the rate of descent in the flare, and the aircraft position relative to the ground,

look well ahead of the aircraft. The typical pitch increment in the flare is approximately 4 °, which

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 2/10

FCTM

← C →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

leads to -1 ° flight path angle associated with a 10 kt speed decay in the manoeuvre. Do not allow

the aircraft to float or do not attempt to extend the flare by increasing pitch attitude in an attempt

to achieve a perfectly smooth touchdown. A prolonged float will increase both the landing distance

and the risk of tail strike.

After touch down, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway,

and must be ready to counteract any residual pitch up effect of the ground spoilers. However, the

main part of the spoiler pitch up effect is compensated by the flight control law itself.

It is not recommended to keep the nose high in order to increase aircraft drag during the initial part

of the roll-out, as this technique is inefficient and increases the risk of tail strike. Furthermore, if

auto brake MED is used, it may lead to a hard nose gear touch down.

LATERAL AND DIRECTIONAL CONTROL

FINAL APPROACH

In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft

(cockpit) positioned on the extended runway centerline until the flare.

FLARE

The objectives of the lateral and directional control of the aircraft during the flare are:

- To land on the centerline, and

- to minimize the lateral loads on the main landing gear.

The recommended de-crab technique is to use all of the following:

- The rudder to align the aircraft with the runway heading during the flare

- The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to

drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.

In the case of strong crosswind, in the de-crab phase, the PF should be prepared to add

small bank angle into the wind in order to maintain the aircraft on the runway centerline. The

aircraft may be landed with a partial de-crab (residual crab angle up to about 5 °) to prevent an

excessive bank. This technique prevents wingtip/sharklet (or engine nacelle) strike caused by

an excessive bank angle.

As a consequence, this may result in touching down with some bank angle into the wind (hence

with the upwind landing gear first).

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 3/10

FCTM

← C

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

ROLLOUT

Ident.: PR-NP-SOP-250-00020015.0001001 / 04 NOV 20

Applicable to: ALL

NORMAL CONDITIONS

During the roll out, the rudder pedals will be used to steer the aircraft on the runway centreline.

At high speed, directional control is achieved with rudder. As the speed reduces, the Nose Wheel

Steering becomes active. However, the NWS tiller will not be used until taxi speed is reached.

CROSSWIND CONDITIONS

The above-mentioned technique applies. Additionally, the flight crew will avoid setting side stick

into the wind as it increases the weathercock effect. Indeed, it creates a differential down force on

the wheels into the wind side.

The reversers have a destabilizing effect on the airflow around the rudder and thus decrease

the efficiency of the rudder. Furthermore they create a side force, in case of a remaining crab

angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is quite

noticeable on contaminated runways with crosswind. In case a lateral control problem occurs in

high crosswind landing, the pilot will consider to set reversers back to REV IDLE.

At lower speeds, the directional control of the aircraft is more problematic, more specifically

on wet and contaminated runways. Differential braking is to be used if necessary. On wet and

contaminated runways, the same braking effect may be reached with full or half deflection of the

pedals; additionally the anti skid system releases the brake pressure on both sides very early

when the pilot presses on the pedals. Thus if differential braking is to be used, the flight crew will

totally release the pedal on the opposite side to the expected turn direction.

For more information about rudder pedals recommendations, Refer to PR-NP-SOP-70 Seating

Position and Adjustment of Rudder Pedals

DECELERATION

Ident.: PR-NP-SOP-250-00020013.0001001 / 04 NOV 20

Applicable to: ALL

Once on the ground, the importance of the timely use of all means of stopping the aircraft cannot be

overemphasised. Three systems are involved in braking once the aircraft is on the ground:

- The ground spoilers

- The thrust reversers

- The wheel brakes.

THE GROUND SPOILERS

When the aircraft touches down with at least one main landing gear and when at least one thrust

lever is in the reverse sector, the ground spoilers partially automatically deploy to ensure that the

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 4/10

FCTM

D to E →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

aircraft is properly sit down on ground. Then, the ground spoilers automatically fully deploy. This is

the partial lift dumping function.

The ground spoilers contribute to aircraft deceleration by increasing aerodynamic drag at high

speed. Wheel braking efficiency is improved due to the increased load on the wheels. Additionally,

the ground spoiler extension signal is used for auto-brake activation.

REVERSE THRUST EFFICIENCY

Thrust reversers are more efficient at high speeds: The flight crew must select reverse thrust

immediately after main landing gear touchdown.

Below 70 kt, thrust reversers efficiency rapidly decreases. Below 60 kt with REV MAX selected,

engine stall may occur. Therefore, it is recommended to reduce the reverse thrust to REV IDLE at

70 kt, and keep REV IDLE until taxi speed. However in an emergency case, the flight crew must

keep REV MAX until full-stop of the aircraft.

At taxi speed, and not above, stow the thrust reversers before leaving the runway, in order to avoid

foreign object ingestion.

REVERSE THRUST SELECTION

The selection of REV MAX is the standard practice for landing.

LANDING ON DRY RUNWAYS

On DRY runways, the flight crew may select REV IDLE.

LANDING ON WET RUNWAYS

On WET runways, the flight crew may select REV IDLE, if all the conditions described in the

SOP DESCENT PREPARATION (Refer to FCOM/PRO-NOR-SOP-16 Descent Preparation -

General) are satisfied.

LANDING ON CONTAMINATED RUNWAYS

On contaminated runways, the flight crew must select REV MAX.

REMINDER ON LANDING DISTANCE COMPUTATION AT DISPATCH FOR DRY AND WET

RUNWAYS

DEFINITIONS

ALD

The Actual Landing Distance is the distance used on a dry runway from

the crossing of the runway threshold at 50 ft until full-stop of the aircraft,

using maximum manual braking. No reverse thrust is considered for

the calculation of the ALD. The ALD is demonstrated during flight test

campaign for certification purpose.

RLD dry

The Required Landing Distance on a dry runway is a factored ALD. The

factor is 1.67. (RLD dry = ALD x 1.67)

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 5/10

FCTM

← E →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

RLD wet

The Required Landing Distance on a wet runway is a factored ALD. The

factor is 1.92 (RLD wet = RLD dry x 1.15)

DISPATCH CONDITIONS

For landing distance computation at dispatch, the airline uses the RLD.

Landing distances computed at dispatch for wet runways provide only reduced margins in

comparison with landing distances achievable in operations with the use of REV IDLE. Sufficient

margins are restored when the flight crew uses REV MAX.

The runway slope is not considered for the landing distance computation at dispatch.

On a destination airport with multiple runways, the landing distance computation at dispatch

may be performed on the longest landing runway with no wind.

The expected landing runway may be used for the landing distance computation at dispatch

with forecast wind at landing. If the wind condition changes at landing, the flight crew must

perform a new landing distance computation.

LANDING WITH REV IDLE ON WET RUNWAYS

The landing distance computation at dispatch (RLD) does not consider REV IDLE operation.

Therefore, it is necessary to perform a computation to consider REV IDLE operation, as

described in the SOP DESCENT PREPARATION (Refer to FCOM/PRO-NOR-SOP-16 Descent

Preparation - General). This may be done before the flight.

At descent preparation, if the flight crew considers the use of REV IDLE on a wet runway, they

should be able to confirm a MEDIUM TO POOR landing distance computation with no reverse

credit on the predicted landing runway.

A MEDIUM TO POOR computation enables the flight crew to consider extreme situations where

a runway reported wet is worse than wet. If a runway reported wet is water contaminated, the

braking action is a function of the water depth. During active precipitation or shortly afterwards,

the water depth is variable, and therefore difficult to evaluate and to report accurately.

Therefore on runways reported wet, the real friction coefficient may be significantly less than

expected and/or aquaplaning may occur. When REV IDLE is used, the maximum possible

deceleration of the aircraft mainly depends on the runway friction coefficient.

WHEEL BRAKES

Wheel brakes contribute the most to aircraft deceleration on the ground. Many factors may affect

efficient braking such as load on the wheels, tire pressure, runway pavement characteristics and

runway contamination and braking technique. The only factor over which the pilot has any control

is the use of the correct braking technique, as discussed below.

ANTI-SKID

The anti-skid system adapts pilot applied brake pressure to runway conditions by sensing an

impending skid condition and adjusting the brake pressure to each individual wheel as required.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 6/10

FCTM

← E →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

The anti-skid system maintains the skidding factor (slip ratio) close to the maximum friction

force point. This will provide the optimum deceleration with respect to the pilot input. Full pedal

braking with anti-skid provides a deceleration rate of 10 kt/sec.

BRAKES

The use of auto brake versus pedal braking should observe the following guidelines:

- The use of A/BRAKE is usually preferable because it minimizes the number of brake

applications and thus reduces brake wear. Additionally, the A/BRAKE provides a symmetrical

brake pressure application which ensures an equal braking effect on both main landing

gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is

recommended on short, wet, contaminated runway, in poor visibility conditions and in Auto

land.

- The use of LO auto brake should be preferred on long and dry runways whereas the use of

MED auto brake should be preferred for short or contaminated runways. The use of MAX

auto brake is not recommended.

- On very short runways, the use of pedal braking is to be envisaged since the pilot may apply

full pedal braking with no delay after touch down.

- On very long runways, the use of pedal braking may be envisaged if the pilot anticipates that

braking will not be needed. To reduce brake wear, the number of brake application should be

limited.

- In case of pedal braking, do not ride the brakes but apply pedal braking when required and

modulate the pressure without releasing. This minimizes brake wear.

The green DECEL light comes on when the actual deceleration is 80 % of the selected rate. For

example the DECEL light might not appear when the autobrake is selected on a contaminated

runway, because the deceleration rate is not reached with the autobrake properly functioning.

Whereas the DECEL light might appear with LO selected on a dry runway while only the

reversers achieve the selected deceleration rate without autobrake being actually activated. In

other words, the DECEL light is not an indicator of the autobrake operation as such, but that the

deceleration rate is reached.

Since the auto brake system senses deceleration and modulates brake pressure accordingly,

the timely application of MAX reverse thrust will reduce the actual operation of the brakes

themselves, thus the brake wear and temperature.

Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop within the

available runway length.

CROSS WIND CONDITIONS

The reverse thrust side force and crosswind component can combine to cause the aircraft to drift

to the downwind side of the runway if the aircraft is allowed to weathercock into wind after landing.

Additionally, as the anti-skid system will be operating at maximum braking effectiveness, the main

gear tire cornering forces available to counteract this drift will be reduced.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 7/10

FCTM

← E →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

Braking Force and Cornering Force vs Antiskid

To correct back to the centreline, the pilot must reduce reverse thrust to REV IDLE and release the

brakes. This will minimise the reverse thrust side force component, without the requirement to go

through a full reverser actuating cycle, and provide the total tire cornering forces for realignment

with the runway centreline. Rudder and differential braking should be used, as required, to correct

back to the runway centreline. When re-established on the runway centreline, the pilot should

re-apply braking and reverse thrust as required.

For more information about rudder pedals recommendations, Refer to PR-NP-SOP-70 Seating

Position and Adjustment of Rudder Pedals

Directional Control During Crosswind Landing

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 8/10

FCTM

← E

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

TAIL STRIKE AVOIDANCE

Ident.: PR-NP-SOP-250-00020014.0001001 / 04 JUN 19

Applicable to: ALL

Although most of tail strikes are due to deviations from normal landing techniques, some are

associated with external conditions such as turbulence and wind gradient.

DEVIATION FROM NORMAL TECHNIQUES

Deviations from normal landing techniques are the most common causes of tail strikes. The main

reasons for this are due to:

Allowing the speed to decrease well below VAPP before flare

Flying at too low speed means high angle of attack and high pitch attitude, thus reducing ground

clearance. When reaching the flare height, the pilot will have to significantly increase the pitch

attitude to reduce the sink rate. This may cause the pitch to go beyond the critical angle.

Prolonged hold off for a smooth touch down

As the pitch increases, the pilot needs to focus further ahead to assess the aircraft's position

in relation to the ground. The attitude and distance relationship can lead to a pitch attitude

increase beyond the critical angle.

Too high flare

A high flare can result in a combined decrease in airspeed and a long float. Since both lead to

an increase in pitch attitude, the result is reduced tail clearance.

Too high sink rate, just prior reaching the flare height

In case of too high sink rate close to the ground, the pilot may attempt to avoid a firm touch

down by commanding a high pitch rate. This action will significantly increase the pitch attitude

and, as the resulting lift increase may be insufficient to significantly reduce the sink rate, the

high pitch rate may be difficult to control after touch down, particularly in case of bounce.

Bouncing at touch down

In case of bouncing at touch down, the pilot may be tempted to increase the pitch attitude to

ensure a smooth second touch down. If the bounce results from a firm touch down, associated

with high pitch rate, it is important to control the pitch so that it does not further increase beyond

the critical angle.

AIRCRAFT SYSTEM FOR TAIL STRIKE PREVENTION

The following aircraft systems help to prevent tail strike occurrence:

- A "PITCH-PITCH" synthetic voice sounds when the pitch attitude becomes excessive,

- A tail strike pitch limit indicator appears on the PFD to indicate the maximum pitch attitude to

avoid a tail strike.

The "PITCH-PITCH" synthetic voice sound takes into account the actual pitch value and the pitch

trend. This can lead to "PITCH-PITCH" synthetic voice sound to be triggered before any PM

callout, or before the pitch reaches a high attitude on the PFD.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 9/10

FCTM

F →

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - LANDING

TECHNIQUES MANUAL

This design is installed as an option on A320 and A321.

BOUNCING AT TOUCH DOWN

In case of light bounce, maintain the pitch attitude and complete the landing, while keeping the

thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch down

with a high pitch rate.

In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a

second touch down during the go-around. Should it happen, it would be soft enough to prevent

damage to the aircraft, if pitch attitude is maintained.

Only when safely established in the go-around, retract flaps one step and the landing gear. A

landing should not be attempted immediately after high bounce, as thrust may be required to

soften the second touch down and the remaining runway length may be insufficient to stop the

aircraft.

CUMULATIVE EFFECTS

No single factor should result in a tail strike, but accumulation of several can significantly reduce

the margin.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-250 P 10/10

FCTM

← F

10 AUG 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - GO-AROUND

TECHNIQUES MANUAL

GENERAL

Ident.: PR-NP-SOP-260-00019222.0001001 / 20 MAR 17

Applicable to: ALL

Failure to recognize the need for and to execute a go-around, when required, is a major cause of

approach and landing accidents. Because a go-around is an infrequent occurrence, it is important to

be "go-around minded". The decision to go-around should not be delayed, as an early go-around is

safer than a last minute one at lower altitude.

CONSIDERATIONS ABOUT GO-AROUND

Applicable to: ALL

Ident.: PR-NP-SOP-260-A-00019214.0001001 / 28 NOV 17

DECISION MAKING

The flight crew must consider to perform a go-around if:

- There is a loss or a doubt about situation awareness, or

- There is a malfunction which jeopardizes the safe completion of the approach e.g. major

navigation problem, or

- ATC changes the final approach clearance resulting in rushed action from the crew or

potentially unstable approach, or

- The approach is unstable in speed, altitude, or flight path in such a way that stability is not

obtained by 1 000 ft AAL in IMC or (500 ft AAL in VMC), or is not maintained until landing, or

- Any of the following alerts occur:

• GPWS, or

• TCAS, or

• Windshear, or

• ROW  alerts for the relevant runway condition. Refer to AS-ROWROP Operating

Techniques.

- Adequate visual references are not obtained at minima or lost below minima.

Ident.: PR-NP-SOP-260-A-00019215.0001001 / 05 MAR 19

GO-AROUND NEAR THE GROUND

The PF must not initiate a go-around after the selection of the thrust reversers. If the PF initiates a

go-around, the flight crew must complete the go-around maneuver.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-260 P 1/6

FCTM

A to B →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - GO-AROUND

TECHNIQUES MANUAL

If the flight crew performs a go-around near the ground, they should take into account the

following:

- The PF should avoid excessive rotation rate, in order to prevent a tailstrike. For more

information Refer to PR-NP-SOP-250 Tail Strike Avoidance

- A temporary landing gear contact with the runway is acceptable.

Only when the aircraft is safely established in the go-around, the flight crew retracts flaps one step

and the landing gear.

Note:

If the aircraft is on the runway when the PF applies TOGA thrust, CONFIG ECAM red

warning(s) may transiently trigger. The flight crew should disregard these alerts.

AP/FD GO-AROUND PHASE ACTIVATION

Ident.: PR-NP-SOP-260-00019216.0003001 / 03 NOV 21

Criteria: 22-1296, P10694, P4319, SA

1 Applicable to: MSN 02155-02789, 03031-07792

When the thrust levers are set to the TOGA detent, with the FLAPS lever not in 0, the following will

occur:

- If the autopilot or the flight director is in use, SRS and GA TRK (NAV) modes engage

- If the autopilot and both flight directors are off, the PF will maintain 15 ° of pitch

- The GA phase activates on the FMS:

• The missed approach becomes the active F-PLN

• At the end of the missed approach procedure, the FMS strings the previous flown approach in

the active F-PLN.

- If not previously engaged, the FD automatically engages with the HDG/VS reference on the FCU.

For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic

maneuver

- If extended, the speed brakes automatically retract.

If TOGA thrust is not desired during go-around for any reason (e.g. an early go-around ordered by

ATC), it is essential that the thrust levers are set momentarily but without delay, to the TOGA detent

(i.e. the full forward thrust levers position), in order to ensure proper activation of the SRS GA and

the go-around phase (i.e. guidance modes and FMS flight phase). Then, the flight crew should set

the thrust lever to CL detent to take advantage of the A/THR (the A/THR follows a speed target).

If the thrust levers are not correctly set to the TOGA detent, the following occur:

- The AP/FD remain engaged in approach or landing mode (e.g. G/S, LOC, LAND, FLARE on FMA)

- The FMS does not engage the GA phase, and remains in APPR phase

- LVR CLB flashes on FMA.

PIA A318/A319/A320/A321 FLEET

PR-NP-SOP-260 P 2/6

FCTM

← B to C →

23 NOV 21

PROCEDURES

NORMAL PROCEDURES

A318/A319/A320/A321

FLIGHT CREW

STANDARD OPERATING PROCEDURES - GO-AROUND

TECHNIQUES MANUAL

If the thrust levers are set to the TOGA detent with the FLAPS lever at 0, the following occur:

- The AP/FD remain engaged in approach or landing mode (e.g. G/S, LOC, LAND, FLARE on FMA)

- The FMS does not engage the GA phase, and remains in APPR phase

- LVR CLB flashes on FMA.

Consequently, as the thrust levers are set to the TOGA detent, the aircraft energy will rapidly

increase but the aircraft will remain on its approach path.

In this case, the flight crew must take appropriate actions without delay.

AP/FD GO-AROUND PHASE ACTIVATION

Ident.: PR-NP-SOP-260-00019216.0002001 / 03 NOV 21

Criteria: P4319, SA

Applicable to: MSN 02926-02944

When the thrust levers are set to the TOGA detent, with the FLAPS lever not in 0, the following will

occur:

- If the autopilot or the flight director is in use, SRS and GA TRK modes engage