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There are two approach techniques:
? The decelerated approach
? The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1 000 ft in the landing configuration at VAPP. In most cases, this equates to the aircraft being in CONF 1 and at S speed at the FAF. This is the preferred technique for an ILS approach. The deceleration pseudo waypoint assumes a decelerated approach technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP. This technique is recommended for non-precision approaches. To get a
 

  NORMAL OPERATIONS
APPROACH GENERAL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

valuable deceleration pseudo waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.
STABILIZED VERSUS DECELERATED APPROACH
 
F-PLN SEQUENCING
When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode, the F-PLN waypoints will sequence automatically only if the aircraft flies close to the programmed route. Correct F-PLN sequencing is important to ensure that the programmed missed approach route is available in case of go-around and to ensure correct predictions. A good cue to monitor the proper
F-PLN sequencing is the TO waypoint on the upper right side of the ND, which should remain meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the F-PLN will be sequenced by either using the DIR TO RADIAL IN function or by deleting the FROM WPT on the
F-PLN page until the next likely WPT to be over flown is displayed as the TO WPT on the ND. Using DIR TO or DIR TO RADIAL IN function arms the NAV mode. If NAV mode is not appropriate, pull the HDG knob to disarm it.
INTERMEDIATE APPROACH
Criteria: SA
3 Applicable to: MSN 0045-0499
The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and configuration at FAF.
DECELERATION AND CONFIGURATION CHANGE
Managed speed is recommended for the approach. Once the approach phase has been activated, the A/THR will guide aircraft speed towards the maneuvering speed of the current configuration, whenever higher than VAPP, e.g. green dot for CONFIG 0, S speed for CONFIG 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the next configuration maneuvering speed +10 kt (IAS must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select CONFIG 1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level flight. This deceleration rate will be twice i.e. 20 kt/NM, with the use of the speedbrakes.
 

  NORMAL OPERATIONS
APPROACH GENERAL
A318/A319/A320/A321
　
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