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The normal approach is a decelerated approach with glideslope interception occurring at S speed and flight continuing to 2000 ft AAL (minimum) at this speed, at which point the aircraft will be configured for landing in accordance with SOP’s (FCOM 3.03.18 (SOPs - ILS Approach). In certain circumstances (e. g. tail wind, steep glide slope, or high weights) the aircraft may accelerate to faster than S speed in which case the landing gear should be lowered before selection of CONF 2. Speed brake can be used in certain circumstances (inhibited in CONF FULL) but be careful of VLS and high sink rates.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ILS APPROACH  1.02.18  Page 3 
REV 21  MAY 98 

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
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Initiates deceleration at appropriate moment.

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Configures aircraft in accordance with standard procedures.

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Maintains aircraft within one dot deflection on localiser and glideslope.

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Maintains airplane speed within +10 kts/-5 kts of VAPP.

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Makes correct decision at Decision Altitude to land or go around and executes decision correctly.

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Ensures visual segment flown smoothly and landing made within touch-down zone.

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Ensures task sharing requirements and good crew communications.

07 - COMMON ERRORS
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Misuse of flight plan.

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Approach phase not activated or speed not managed.

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Go around altitude not set.

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Centerline and/or glide slope not maintained during visual segment

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Confusion between memo display and landing memo.

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Landing configuration not stabilized by 1000 ft AGL.

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Calling for flap at VFE NEXT.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ILS APPROACH  1.02.18  Page 4 
REV 21  MAY 98 

01 - TRAINING OBJECTIVE
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To intercept the ILS glide slope from above.

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To correctly manage aircraft speed and configuration.

02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
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FMGS Freeplay Trainer

DOC references :

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FCOM 1.22.30 (Flight Guidance)

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FCOM 3.03.18 (SOPs)

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FCOM 4.05.70 (Approach procedures)

04 - ISTRUCTOR’S ACTIONS
Briefing of the following key points.
　
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