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A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.17 Page 3
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
DESCENT
- PROCEDURES AND TECHNIQUES -
CHAP02\17
07 - COMMON ERRORS
· ND not used effectively to monitor descent progress.
· Inappropriate methods used to adjust descent rate (Power used against speedbrake).
· Vmo/Mmo exceedance due to high cost index descent speed range.
· Inaccurate descent routing, thereby invalidating descent predictions.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.17 Page 4
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
DESCENT
- PROCEDURES AND TECHNIQUES -
CHAP02\17
STANDARD APPROACH
01 - TRAINING OBJECTIVE
· To perform an ILS approach safely and accurately in accordance with standard procedures.
02 - SCHEDULE
Briefing duration : 30 minutes
03 - EQUIPMENT
· FMGS Freeplay Trainer
DOC references :
· QRH 3.06 (Normal procedures)
· FCOM 1.22.30 (Flight guidance)
· FCOM 3.03.18 (SOP’s)
· FCOM 4.02.30 (Flight guidance principles)
· FCOM 4.05.70 (ILS approach)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Correct FMGS approach preparation.
· Approach phase activation.
· Aircraft configuration planning.
· Landing gear extension before CONF 2, if deceleration is slow.
· Procedure at Decision Altitude.
SECONDARY
· Starting of the deceleration sequence according to glide-slope capture altitude (above or
below 2000 ft AGL).
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.18 Page 1
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ILS APPROACH
CHAP02\18
STANDARD APPROACH (CONT’D)
05 - TRAINEES’ ACTIONS
Correct FMGS preparation prior to descent will ease the workload during the approach
phase. Should a runway change or expeditious routing be anticipated then programming the
secondary flight plan accordingly will allow changes to be made quickly and easily. It is
recommended that the active F-PLN be programmed with the anticipated arrival routing and
runway (radar pattern or a particular procedure) and the secondary F-PLN be programmed
with an alternative (full procedural pattern or an alternative runway). Program the FMGS with
the routing you expect.
Both ILS pb’s should be pressed prior to the intermediate approach phase and all navigation
aids should be identified, and displayed as necessary. The use of the ND in nav modes and
relevant range scales, with the ILS displayed on the PFD, will aid situational awareness. As
always the FMGS position should be checked against raw data.
Two useful guides in descent are 250 kt at 9000 ft AAL 30 nm from touch down and 250 kt at
3000 ft AAL 15 NM from touchdown. From 250 kt in level flight deceleration to S speed with
extension of CONF 1 will take approximately 5 nm.
Activation of the approach phase will allow the use of managed speed during the approach.
Automatic activation will occur at the deceleration point. If an early deceleration is required
then approach phase can be activated on the PERF page. When flying the intermediate
approach in selected speed, don’t forget to check that the approach has been activated
before resuming managed speed, otherwise target speed will be descent speed. At very light
weights the use of managed speed may produce speeds slower than desirable in a radar or
procedural pattern in which case the use of selected speed is recommended.
When cleared for the ILS the APPR pushbutton should be pressed and G/S and LOC modes
will be armed. Engagement of LOC* and LOC modes should always be monitored carefully
by the crew and that the inbound course is correct.
After glide slope capture, set missed approach altitude, and check that a blue go-around
procedure is displayed on the ND. If there is no go-around procedure displayed, or an
incorrect procedure displayed, the F-PLN may be incorrectly sequenced or the go-around will
have to be flown using selected modes. A check of the TO waypoint will indicate that the
F-PLN is correctly sequenced.
The normal approach is a decelerated approach with glideslope interception occurring at S
speed and flight continuing to 2000 ft AAL (minimum) at this speed, at which point the aircraft
will be configured for landing in accordance with SOP’s (FCOM 3.03.18 (SOPs - ILS
Approach). In certain circumstances (e. g. tail wind, steep glide slope, or high weights) the
aircraft may accelerate to faster than S speed in which case the landing gear should be
lowered before selection of CONF 2. Speed brake can be used in certain circumstances
　
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