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FMGC to approach phase by selecting PERF and then ←ACTIVATE APPR
PHASE and *CONFIRM APPR PHASE. This will drive the managed speed to
approach speed. Normally you will be on speed select when you do this but
when you command speed engage the speed will be VAPP. Note that VLS will
change depending on the flaps configuration selected and therefore the VAPP
will also change with landing flap configuration. All approaches must be briefed
on the following outline (PH 2e.9.3, FOM 5.10.1). Use the following aids during
your approach briefing:
US Airways Airbus A319, A320, A321 Notes
91
Approach chart: (Note: visual approach is defined as 2000 & 3 or better)
 Approach name and runway (not required for day visuals)
 Approach chart date (not required for day visuals)
 TDZE (not required for day visuals)
 Final approach verification altitude (not required for day visuals)
 Required visibility (not required for day visuals)
 Planned runway turnoff and taxi route
 Highest MSA (minimum safe altitude within 25 nm of depicted fix)
PFD (be sure LS pb is selected for ILS):
 ILS frequency (does not apply for RNAV approaches)
 Final approach course
 DA, DH or AH as applicable (not required for day visuals)
F-PLN page:
 Glide path angle (RNAV only)
 Missed approach procedure review (not required for day visuals)
SD:
 Brief aircraft model (i.e., A319, A320 or A321) and check landing weight,
autobrake setting, landing flap setting, max landing pitch & landing
performance.
Also include in brief any other considerations such as noise, windshear, antiicing,
runway conditions, 10-7 page engine-out procedures, MEL’s, etc.
Note: for RNAV approaches enter 0.3 RNP on the PROG page to ensure FMGC
accuracy prior to the approach. Check that the 0.3 is showing on both MCDUs.
NOT that it has happened to me but if you forget what aircraft model you are in
here is the gouge. On the ECAM DOOR/OXY page on the SD check the number
of overwing exits and slides – if there are:
A319 – One exit and one slide
A320 – Two exits and one slide
A321 – Two exits and two slides
(OK, the DATA key, <A/C STATUS page will also show aircraft type)
Minimum Safe Altitudes
MSA, within 25 nm of defined navaid: On approach chart
MEA, Airway centerline, number on airway: 10,000
MOCA, 4 nm of airway centerline, number with “T”: 4,000T
Route MORA, 10 nm of airway centerline, number with “a”: 3200a
Grid MORA, within defined grid sector, number near center of grid
US Airways Airbus A319, A320, A321 Notes
92
ILS Approaches
LS pb should be selected before approach briefing so pilot can read ILS freq.,
and course off of PFD. This allows the pilot to double-check the actual ILS being
used as well as ensures that the LS pb is selected before the approach begins. If
wrong ILS freq. is showing make sure that RADNAV ILS is cleared.
Note: if LS pb is not selected when approach is armed then ILS will flash in
amber on the PFD
DA - If the approach uses a DA then the barometric altimeter is being used and
no autocallout will be made for 100 above or minimums. Enter DA information in
MDA position on approach page in MCDU (PERF APPR).
DH or AH - If DH or AH is being used then radio altimeter is being used and
autocallouts are available for 100 above and minimums. Use the DH line select
key for entry of minimums information in MCDU (PERF APPR).
When cleared for approach press the APPR pb on FCU. Then press to engage
the second autopilot on FCU. Both autopilots should be engaged for all ILS
approaches. Note blue GS and LOC on FMA indicating glideslope and localizer
are armed for capture. Must capture localizer first, then will capture Glide Slope.
Disconnect autopilot prior to descent below DA for CAT I ILS.
US Airways Airbus A319, A320, A321 Notes
93
CAT II/III Approaches
Captain must brief the CAT II or III approach from the QRH:
 F/O will call out “Land Green” or “No Land Green” if LAND doesn’t show
before 350 ft.
 Mandatory Go-Arounds - No Land Green, AUTO LAND warning light, no
FLARE in FMA at about 40 ft.
 Condsiderations – if Captain fails to respond to minimum call
Note: any CAT II RA not AUTH approaches are based on inner marker. You
may use the inner marker GS crossing altitude in the MDA as a reminder.
AH stands for Alert Height and allows for continuing the approach only on
electronic indications (no visual confirmation of runway environment required).
　
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