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be too confusing.
US Airways Airbus A319, A320, A321 Notes
98
RNAV LNAV Approaches
This non-precision approach is flown using RNAV procedures. In both cases the
“brick” will be available for vertical guidance. Remember that these approaches
were originally designed by the FAA as “drop and drag” or “dive and drive”
utilizing an MDA (minimum descent altitude). RNAV approaches that are listed
as LNAV only utilize an MDA but will still generate vertical guidance. The Airbus
is using it’s technology to create an artificial glideslope that allows this normally
unstabilized approach to be stabilized. The 50’ pad is added to allow descent to
the MDA and then to recognize that the runway is not in sight and begin goaround
procedure without busting the hard MDA limit. The new decision altitude
is called the DDA for Derived Decision Altitude as it is derived from the original
MDA. In actual use the procedure is exactly like the full RNAV LNAV-VNAV
approach and the presentation is exactly the same as well.
RNAV LVAV approaches will be flown just like RNAV LNAV-VNAV approaches
except with the following changes:
 RNAV LNAV must add 50’ to the MDA
Note: do not add the 50’ when noted on the approach. The verbiage will be
similar to the following:
“Only authorized operators may use VNAV DA(H) in lieu of MDA(H)”
Another way to say this is that the RNAV LNAV approach is flown exactly like the
RNAV LNAV/VNAV approach except when the additional verbiage is not added.
US Airways Airbus A319, A320, A321 Notes
99
VOR approaches
VOR Approaches are also flown in a manner similar to the RNAV LNAV
approaches. Just as the RNAV LNAV approach the VOR approach is flown to
an MDA but is using an artificial glideslope to create a stabilized approach. For
VOR approaches use the RNAV LNAV-VNAV procedures except:
 NAV must be utilized for approach VIAs (do not select APPR until cleared
for approach and intercepting the intermediate segment)
 A coded VNAV flight path angle (FPA) in the FMGC is required for the
final approach segment.
 Raw data must be monitored by the PM. Must remain within 5° of course.
 Do not change RNP on the PROG page
 NAV accuracy downgrade does not require a missed approach
 Add 50’ to the MDA(H) to create DDA (Derived Decision Altitude)
Note: do not add the 50’ when noted on the approach. The verbiage will be
similar to the following:
“Only authorized operators may use VNAV DA(H) in lieu of MDA(H)”
Raw data will be monitored by manually tuning the PM’s RADNAV page to the
VOR. Select VOR identifier on PM’s side.
Position PM VOR selector to VOR.
Both pilots should continue to use the PF’s NAV display to monitor approach
progress and improve situational awareness. Maintain within + or - 5° needle
deflection.
US Airways Airbus A319, A320, A321 Notes
100
LDA Approaches
LDA approaches use same procedures as ILS approaches, LDA must have glide
slope, LDA in database as LOC. KDCA Roselyn LDA is NOT authorized.
ASR Approaches
Ask for approach minimums (RVR or vis.) for category C (A321 D) aircraft and
missed approach procedure. Controller will give you MDA and Descent Point
(final approach fix) and one mile prior to DP. Ask for other fixes to plan for
configuration (i.e. 3, 2, 1 miles from DP). Use “dial ahead” on altitude. For
example, when at initial altitude set MDA before reaching DP. When at MDA, set
to missed approach altitude. Note: do not set new altitude until altitude is fully
captured (ALT* is gone from FMA) to avoid a reversion to vertical speed. Round
MDA up to next highest hundred (example: MDA is 740, set 800). Max 1000 fpm
descent below 1,000 AFE. Use V/S (vertical speed) only, do not use Open
Descent. Turn off both Autopilot and Flight Director to descend below MDA.
This is what I call a “drop and drag” or “dive and drive” approach. You will
configure and fly to the FAF, then “drop” down to the MDA and “drag” the MDA
until you either descend to land or go-around. No extra points for getting to the
MDA too close to the runway to land so get down promptly once you reach the
FAF.
Since US Airways no longer issues ASR approach plates and the ASR is not in
the FMGC database you may want to load a similar approach to the same
runway and use an approach to the same runway or airport to help in situational
awareness and to brief common items such as MSA.
Engine-Out Approaches
All single-engine approaches follow the same procedures as normal two engine
　
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