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NEXT. The speed brakes may then be extended, if necessary. The landing gear may always be
extended out of sequence to facilitate deceleration.
RADAR TILT........................................................................................................................... ADJUST
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - ILS APPROACH
A318/A319/A320/A321 FLEET PRO-NOR-SOP-18 P 2/12
FCOM 19 AUG 10
Applicable to:
,
,
MSN,,,,
ENG MODE selector..............................................................................................................AS RQRD
Select IGN if the runway is covered with standing water, or if heavy rain or severe turbulence is
expected during approach or go-around.
SEAT BELTS sw.................................................................................................................... ON/AUTO
APPROACH PHASE................................................................................................CHECK/ACTIVATE
‐ If the aircraft overflies the DECEL pseudo waypoint in NAV mode, the APPR phase activates
automatically
‐ If the aircraft is in HDG/TRK mode, approximately 15 nm from touchdown activate and confirm
APPROACH phase on the MCDU.
POSITIONING......................................................................................................................MONITOR
‐ In NAV mode, use VDEV information on the PFD and PROG page
‐ In HDG or TRK mode, use the energy circle on ND representing the required distance to land.
MANAGED SPEED.................................................................................................................... CHECK
If ATC requires a particular speed, then use selected speed. When the ATC speed constraint
(“maintain 170 kt to the outer marker”, for example) no longer applies, return to managed speed.
SPEED BRAKES lever...........................................................................................................AS RQRD
If the pilot uses speed brakes to increase the rate of deceleration, or to increase the rate of descent,
it is important to note that VLS with speed brakes fully extended, in the clean configuration, may be
higher than green dot speed and possibly than VFE FLAP 1. The A/THR in speed mode, or the pitch
demand in OPEN DES, will limit the speed to VLS. In this situation, the pilot should begin to retract
speed brakes upon reaching VLS. + 5 kt and should select FLAP 1, as soon as speed is below VFE
NEXT. The speed brakes may then be extended, if necessary. The landing gear may always be
extended out of sequence to facilitate deceleration.
RADAR.................................................................................................................... AS APPROPRIATE
Applicable to:
,
,
MSN,,,
NAV ACCURACY...................................................................................................................MONITOR
When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - ILS APPROACH
A318/A319/A320/A321 FLEET PRO-NOR-SOP-18 P 3/12
FCOM 19 AUG 10
When GPS PRIMARY is lost, check the PROG page to verify that the required navigation accuracy
is appropriate to the flight phase. Monitor NAV accuracy, and be prepared to change approach
strategy. If NAV ACCURACY DOWNGRAD occurs, use raw data to crosscheck navigation accuracy.
Navigation accuracy determines which autopilot modes the flight crew should use, and the type of
displays to be shown on the ND.
NAVIGATION ACCURACY PF ND PNF AP/FD mode
GPS PRIMARY
NAV ACCUR HIGH
NAV ACCUR LOW and NAV
ACCURACY check ≤ 1 nm
ARC or ROSE NAV with NAVAID raw data NAV
GPS PRIMARY LOST and
NAV ACCUR LOW and NAV
ACCURACY check > 1 nm
GPS PRIMARY LOST
and Aircraft flying within
unreliable radio NAVAID area
ROSE ILS ARC or ROSE NAV or ROSE
ILS with NAVAID raw data HDG or TRK
Applicable to: ALL
APPROACH CHECKLIST...................................................................................................COMPLETE
INTERMEDIATE/FINAL APPROACH (ILS APPROACH ENTERED IN THE F-PLN)
Applicable to: ALL
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation in visual
conditions, after continuous deceleration on the glide slope).
To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this
　
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