If selected speed is to be used to comply with ATC, the requested speed should be selected on the FCU. A speed below the manoeuvring speed of the present configuration may be selected provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push the FCU speed selector to resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate the approach phase. This will ensure further proper speed deceleration when resuming managed speed; otherwise the aircraft will accelerate to the previous applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors overstress), and before selection of Flap 2. Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:
? The increase in VLS with the use of speedbrakes
? The limited effect at low speeds
? The speed brake auto-retraction when selecting CONF 3 (A321 only) or CONF full. (Not applicable for A318)
INTERCEPTION OF FINAL APPROACH COURSE
To ensure a smooth interception of final approach course, the aircraft ground speed should be appropriate, depending upon interception angle and distance to runway threshold. The pilot should
refer to applicable raw data (LOC, needles), XTK information on ND and wind component for the selection of an appropriate IAS.
If ATC provides radar vectors, the crew will sequence the F-PLN by checking that the TO WPT, on upper right hand corner of ND, is the most probable one and meaningful. This provides:
? A comprehensive ND display
? An assistance for lateral interception (XTK)
? A meaningful vertical deviation
? The go around route to be displayed.
When established on the LOC, a DIR TO should not be performed to sequence the F-PLN as this will result in the FMGS reverting to NAV mode. In this case, the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is PRIMARY or if the navigation accuracy check is positive.
If ATC gives a new wind for landing, the crew will update it on MCDU PERF APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the approach modes when applicable.
 

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

INTERMEDIATE APPROACH
Criteria: P7373, P7519, P7666, SA
4 Applicable to: MSN 1668-4078
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.
　
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