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(i) In “MANAGED SPEED” mode, FMGC on the aircraft computes the final approach
speed as the target approach speed to keep the ground speed constant.
(ii) In the case the wind speed changes, as the result that FMGC indicates the target
approach speed for maintaining the ground speed and that momentary speed of the
wind speed is affected as required, the speed of CAS changes.
(iii) Because the ground speed is constant, it is not necessary to change the rate of
descent for continuing to track on glide path.
(iv) Basically, the thrust is controlled by auto-thrust.
2.12.8 Relevant regulations Issued by ANA and Airbus Industries
2.12.8.1 Regulations related to the Establishment of a Final Approach Speed
Because the regulations used in the aircraft operators are established with reference to
the regulations which the designer/manufacturer for the aircraft issued, as comparing with
the regulations, etc. issued in Airbus as the designer/manufacturer and ANA as operator, it
is described as follows:
(1) Flight Manual issued by Airbus and Airplane Flight Manual issued by ANA
The Flight Manual is issued as correspondence with the airplane flight manual in
Airbus. There is no description related to “MANAGED SPEED” mode in the Flight
Manual issued in Airbus. Further, the airplane flight manual issued by ANA is the same
contents as the Flight Manual issued by Airbus in English except the part related to
additional equipments. Because of this, there is no description related to the usage in
approach/landing for “MANAGED SPEED” mode in the airplane flight manual issued by
ANA for the same model of the airplane.
(2) Flight Crew Operating Manual (FCOM) issued by Airbus
The followings are described in FCOM issued by Airbus.
ILS Approach
General; (Contents for short) The approach procedures described here assume that the
flight crew uses managed speed guidance which is recommended.
Non Precision Approach
Approach Speed Technique; (Contents for short) The aircraft intercepts the final
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descent path in the landing configuration and at VAPP. For this purpose, the flight crew
should insert VAPP as a speed constraint at the Final Approach Fix (FAF). In all cases,
the crew should use Managed Speed.
(3) AOM issued by ANA
In the section 4-2-1(3) for the establishment of approach speed (VAPP) in AOM, it is
specified as follows:
VAPP: Final Approach Speed. It is computed by FMGC and it is displayed on the page of
APPR.
VAPP = VLS + Max (Wind Correction, 5kt)
Note: the increment of 5kt is only required in Auto-land. However, this increment is
always added by FMGC.
Wind correction is 1/3 times of the head wind being informed by ATC.
VAPP is able to be revised through MCDU.
In the section 6-11 for Flight Management and Guidance System in AOM, it is
specified related to VAPP as follows:
VAPP Computation
VAPP = VLS + 1/3 of TWR Head Wind Component
But, VAPP is computed as the minimum of (VLS + 5kt).
The speed for the wind correction is specified as the minimum of 5kt and as the
maximum of 15kt.
While AOM issued by ANA is compiled as reference to FCOM issued by Airbus, the
contents related to “MANAGED SPEED” mode as described above (2) was not affected
accurately and the contents of the description are as follows:
Target Approach Speed is based on the following speed.
(i) If using Auto-Thrust: Managed Speed or Selected Speed
(ii) If not using Auto-Thrust: Selected Speed
Selected Speed is specified to the speed which PF establishes in correspondence
with the condition as a basic of VAPP + (Max – Steady). (But, the maximum speed is
specified to VREF + 20kt.)
(4) AOR issued by ANA.
In ANA, the information related to the operation is described precisely in AOM, and
regarding “MANAGED SPEED” mode and “SELECTED SPEED” mode, there is the
descriptions as follows:
In the case of using Selected Speed/Managed Speed for A/THR, The thinking way for
the wind correction on Target Approach Speed is as follows:
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A/THR should be used at approach in gusty condition, and it is useful to utilize
Managed Speed. However, it should be paid attention to be possible to lower VLS due to
small wind-shear, effect of geographical features and turbulence according as the
circumstances.
However, in ANA, this AOR is not placed as the regulation which consists of the
aircraft operation manual and also it is not material to supplement AOM, etc.
2.12.8.2 Regulations related to Avoidance from Wind-Shear, Recovery Control, Etc. in AOM.
(1) Regulation related to the Prevention from Encountering to Wind-Shear.
In the section 4-3-6 of Wind-Shear in AOM, there are the following descriptions for the
　
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