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(inhibited in CONF FULL) but be careful of VLS and high sink rates.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.18 Page 2
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ILS APPROACH
CHAP02\18
STANDARD APPROACH (END)
05 - TRAINEES’ ACTIONS (END)
During flap extension it is important that PNF monitors aircraft IAS and VFE for the flap
setting called for. If flaps are selected above VFE NEXT the control surfaces will move but
the aircraft will give an overspeed warning. If the IAS is great enough, high speed
protections will be activated resulting in a pitch up.
Should the glideslope be intercepted in level flight below 2000 ft AAL (1500 ft minimum) then
CONF 2 should be selected at one dot below the glideslope and thereafter standard
approach procedures followed.
PNF should monitor closely the aircraft flight path during the final approach phase and be
ready to call out V/S greater than 1000 fpm, airspeed deviation of +10 kts or -5 kts, or
LOC/GS deviation of more than 1 dot.
The final approach phase is one in which pilot incapacitation is both more likely and more
critical, therefore PNF should closely monitor the performance of PF and be ready to take
control if necessary.
The aircraft should be stabilized in the approach configuration by 1000 ft AAL (500 ft AAL in
VMC) or a go around should be carried out.
When the autopilot is disconnected avoid the temptation to make inputs on the sidestick.
The aircraft will be stabilized and tracking towards the runway. Avoid the tendency to turn
towards the runway in a crosswind or to "duck under" the glideslope.
06 - COMPLETION STANDARDS
· Initiates deceleration at appropriate moment.
· Configures aircraft in accordance with standard procedures.
· Maintains aircraft within one dot deflection on localiser and glideslope.
· Maintains airplane speed within +10 kts/-5 kts of VAPP.
· Makes correct decision at Decision Altitude to land or go around and executes decision
correctly.
· Ensures visual segment flown smoothly and landing made within touch-down zone.
· Ensures task sharing requirements and good crew communications.
07 - COMMON ERRORS
· Misuse of flight plan.
· Approach phase not activated or speed not managed.
· Go around altitude not set.
· Centerline and/or glide slope not maintained during visual segment
· Confusion between memo display and landing memo.
· Landing configuration not stabilized by 1000 ft AGL.
· Calling for flap at VFE NEXT.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.18 Page 3
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ILS APPROACH
CHAP02\18
GLIDE SLOPE INTERCEPTION FROM ABOVE
01 - TRAINING OBJECTIVE
· To intercept the ILS glide slope from above.
· To correctly manage aircraft speed and configuration.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
· FMGS Freeplay Trainer
DOC references :
· FCOM 1.22.30 (Flight Guidance)
· FCOM 3.03.18 (SOPs)
· FCOM 4.05.70 (Approach procedures)
04 - ISTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· How to achieve desired descent rate (Speed / Drag).
· Importance of PF intentions being clearly understood by PNF.
SECONDARY
· Envelope protection.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.18 Page 4
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
ILS APPROACH
CHAP02\18
GLIDE SLOPE INTERCEPTION FROM ABOVE (END)
05 - TRAINEES’ ACTIONS
To intercept the glideslope from above the following method should be used :
V/S. .................................................................. set 1500 fpm down
APP pb............................................................. depress
(LOC arms then engages if not already done)
FCU altitude..................................................... set above aircraft altitude
When G/S engages ......................................... set go around altitude
It is vital to use V/S rather than OPEN DES in order that the ATHR is in SPEED mode not
IDLE mode. (See also FCOM BULLETIN No 9)
Maximum descent path is obtained with CONF FULL, gear down at VMAX. Nevertheless, the
rate of descent should be carefully monitored to avoid exceedance of speed limits and with
respect to CFIT precautions.
Like a standard approach, the aircraft must be stabilized by 1000 ft AGL, which means it is
necessary to be established on the glide path by the FAF or outer marker.
06 - COMPLETION STANDARDS
　
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