ILS APPROACH

INTERMEDIATE
INITIAL APP FINAL APP
APP

APPR. Final
Altitude Phase Cleared for LOC & G/S Descent On Final Reaching
Configuration Landing
Clearance Activation Approach Capture Point Path Minimum

SOP SOP SOP SOP SOP SOP SOP SOP SOP

or Flaps 1
Flaps 2

3nm min.
L/G Down

Flaps 3

Flaps Full

IAF IF FDP DA/DH

© Achilleas Gavriilidis 2020

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Altitude clearance
PF PM
FLIGHT PLAN
ADJUST i
SEQUENCING

CLEARED ALTITUDE ON
SET
FCU
FMA ANNOUNCE FMA CHECK

When radio altimeter alive

“TWO THOUSAND FIVE HUNDRED”

“RA ALIVE” ANNOUNCE

“CHECKED” ANNOUNCE
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F-PLN Sequencing

•In NAV mode, the F-PLN will sequence automatically. You can identify this by checking the TO
waypoint on the top right side of the ND.

•In HDG or TRK mode (e.g. during radar vectoring), the F-PLN will sequence automatically only if the aircraft flies
close to F-PLN route. If this is not the case, use the DIR TO RADIAL IN function to ensure a proper sequencing, a
meaningful ND, an assistance for lateral interception and an appropriate V/DEV computation.

The NAV mode arms when performing a DIR TO RADIAL IN. If this mode is not appropriate it may lead to
an improper interception or an erroneous trajectory. Disarm NAV by pulling the HDG knob.

•Why sequencing the F-PLN:

 ND remains meaningful and provides proper guidance.
 V/DEV computation is correct.
 After a GO-AROUND, if F-PLN is sequenced, NAV mode is available.
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Approach phase activation
PF PM
Approximately 15nm from touchdown

APPROACH PHASE CHECK/ACTIVATE i

MANAGED SPEED CHECK i

If GPS Primary lost

FLIGHT PATH MONITOR NAV. ACCURACY MONITOR i

SPEED BRAKES AS REQUIRED

WX RADAR AS REQUIRED

Early stabilized approach i Flight phase switching conditions i

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Approach phase activation at DECEL pseudopoint

•The DECEL pseudopoint materializes where the APPR phase should be activated in order to decelerate for being stabilized
at Vapp, in the landing configuration, 1000ft above the airfield elevation, after a continuous deceleration on the glideslope.

•It is displayed on the MCDU along the F-PLN page as (DECEL).

•It is represented on the ND as

•When in DESCENT phase, the APPR phase activates automatically when overflying DECEL pseudopoint in NAV, LOC,
LOC* modes. If this is not the case, activate APPR phase manually

•When in APPR phase, target speed is Vapp

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Approach phase activation and managed speed

•When APPR phase is active, and as long as the A/THR is ON and the SPEED is managed:
The aircraft decelerates automatically
The A/THR maintains the maneuvering speed of the current slats/flaps configuration.

•When activating manually the APPR phase, (either by the PF, if AP in on, or by the PM is AP is off), crosscheck with the
other crewmember, as the speed reduction may be perceived as undue and reacted upon.
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Early stabilized approach
Under certain circumstances, the crew may decide to reduce the speed down to Vapp in the landing configuration, at the
final descent point (FDP).

•WHEN (as per OM-B 2.1.20.1):

Approach with selected guidance (e.g. TRK-FPA)
High glide path angle
Low altitude intermediate approach
Predicted tailwind more than 10kts
Whenever the crew deems it necessary for the safe and timely configuration of the aircraft etc.
•HOW TO:
Enter Vapp as a speed constraint at FDP.
This will displace upwards.
Configure the aircraft as the speed reduces.
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Flight phase switching conditions
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Nav. Accuracy check

Navigation Accuracy must be monitored frequently throughout the approach (MCDU PROG page)

•If GPS PRIMARY is available: no NAV ACCURACY monitoring is required.

•If GPS PRIMARY is lost:

As long as NAV ACCURACY is HIGH, check on PROG page that the
required navigation accuracy is appropriate for the phase of the flight
(refer to FCOM PRO-SPO-51).

If the PROG page displays LOW (NAC ACCUR DOWNGRAD will be
also displayed on the MCDU’s scratchpad and on the ND), fly with
SELECTED guidance for LOC and G/S capture. On the NDs the map
may be unreliable.
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Cleared for Approach
PF PM
When cleared for Approach and on intercept trajectory for the LOC

APPR p/b on FCU PRESS i

SECOND AP ENGAGE

FMA ANNOUNCE FMA CHECK

“G/S, LOC BLUE, CAT 3 DUAL, AP 1&2” ANNOUNCE “CHECKED”

At Green Dot and below VFE NEXT i

“FLAPS 1” ORDER ANNOUNCE “SPEED CHECKED”

FLAPS 1 SELECT

CONFIRM “FLAPS 1”

LANDING LTS ON (if day)

DECEL TO S SPEED CHECK TCAS TA or TA/RA

APPR.MODE does not affect SPEED

management. It only arms LOC & G/S
capture.
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Cleared for Approach

APPROACH MODE vs APPROACH PHASE

Do not confuse ARM APPR. mode with ACTIVATE APPR. phase

APPR.mode does not affect SPEED management. APPR.PHASE does not affect lateral &
It only arms LOC & G/S capture. vertical guidance.
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Cleared for Approach

At Green Dot and below VFE NEXT

•Flaps 1 should be selected more than 3nm before the Final Descent Point.

•If the aircraft does not decelerate on the flight path or speed is significantly higher than “S” speed, extend
the landing gear to slow the aircraft down. The use of speedbrakes is possible, but the aircrew must be
aware of the increase in VLS due to speedbrake extension.

•To minimize flaps wear and to avoid placard speed exceedance, it is highly recommended to extend
flaps when VFE-15. In case Green Dot speed is higher than VFE-15, extend FLAPS 1 while in level
segment.
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LOC & G/S Capture
PF PM
LOC & G/S CAPTURE MONITOR i

“LOC STAR” ANNOUNCE FMA CHECK

ANNOUNCE “CHECKED”

“LOC” ANNOUNCE FMA CHECK

ANNOUNCE “CHECKED”

“GLIDESLOPE STAR” ANNOUNCE FMA CHECK

ANNOUNCE “CHECKED”

When G/S* appears on FMA

GO AROUND ALT SET

“GO AROUND ALT….FT
ANNOUNCE
SET”
If AP is off
“SET GO AROUND
ORDER GO AROUND ALT SET
ALT….FT”
“GO AROUND ALT SET” ANNOUNCE
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LOC & G/S Capture

•Should an erroneous LOC and/or G/S signal is intercepted, the aircraft will follow an erroneous trajectory.

•Cross checking with raw data allows to prevent it.

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Final Descent Point
PF PM
At the Final Descent Point

“GLIDESLOPE” ANNOUNCE FMA CHECK

ANNOUNCE “CHECKED”

If above the Glideslope i

ANY FMA CHANGE ANNOUNCE ANY FMA CHANGE MONITOR/CHECK

FLIGHT PARAMETERS MONITOR i

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Glideslope interception from above
PF PM
If due to ATC instructions or any other reason, the aircraft has to intercept G/S from above, the following
procedure must be applied without delay to ensure meeting the stabilization criteria.

LOC CHECK ESTABLISHED LOC CHECK ESTABLISHED

When ATC clears the aircraft to intercept the G/S

Select landing gear down and flaps as required. At least CONF 2 should be selected so that the aircraft
will not accelerate again towards VFE

APPR mode p/b PRESS/CHECK ARMED APPR mode CHECK ARMED

FCU ALT SET ABOVE CURRENT ALT

V/S mode SELECT

FMA ANNOUNCE FMA CHECK

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Flight parameters monitor
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Configuration
PF PM
At 2000ft AAL at the latest and below VFE NEXT i

“FLAPS 2” ORDER ANNOUNCE “SPEED CHECKED”

FLAPS 2 SELECT
CONFIRM “FLAPS 2”
When FLAPS 2
“GEAR DOWN” ORDER LANDING GEAR SELECT DOWN
ANNOUNCE “GEAR DOWN”
GEAR DOWN GROUND SPOILERS ARM
FLOW PATTERN NOSE LT TAXI
FLOW RWY TURN OFF LT ON
CABIN CREW ADVISE
When L/G down and below VFE NEXT
“FLAPS 3” ORDER ANNOUNCE “SPEED CHECKED”
FLAPS 3 SELECT
CONFIRM “FLAPS 3”
ECAM WHEEL SD PAGE CHECK i

NEXT PAGE
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Configuration
PF PM
When FLAPS 3 and below VFE NEXT
“FLAPS FULL” ORDER ANNOUNCE “SPEED CHECKED”
FLAPS FULL SELECT
CONFIRM “FLAPS FULL”
DECEL TOWARDS VAPP CHECK
LANDING GEAR DOWN FLOW PATTERN BACK

PM
3 EXT LIGHTS

1 LAND GEAR

4 CABIN CREW

SPOILERS 2
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ECAM WHEEL SD PAGE
•Three green triangles on the LDG GEAR indicator panel enable to confirm that the landing gear is down and locked.

•If UNLK is displayed on LDG GEAR indicator panel, at least one green triangle on the WHEEL SD page is sufficient to
confirm that the landing gear is down and locked. In such case, disregard the L/G GEAR NOT DOWN ECAM warning
triggered at 750ft RA and the GPWS “TOO LOW GEAR” aural alert.

•Rely also on the LDG MEMO message to confirm that the gear is down and locked.

Note: The WHEEL SD page appears at 800ft RA or at L/G extension.

•If residual pressure is indicated on the triple indicator: apply the RESIDUAL BRAKING PROC (QRH 12.02A)
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Configuration

•If G/S is to be intercepted below 2000ft AAL select FLAPS 2 when one dot below G/S.

•If the SPEED is selected, select F speed.

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On final path
PF PM
A/THR SPEED or OFF
OFF (except severe icing
WING ANTI-ICE
cond)
SLIDING TABLE STOW SLIDING TABLE STOW
LDG MEMO CHECK NO BLUE LDG MEMO CHECK NO BLUE
CABIN REPORT RECEIVE
CABIN CREW ADVISE
“LANDING CHECKLIST” ORDER LANDING CHECKLIST READ
ANNOUNCE “LANDING C/L COMPLETE”

IPAD STOW/DISCONNECT IPAD STOW/DISCONNECT

At 1000ft RA “ONE THOUSAND”

“ONE THOUSAND” MONITOR or ANNOUNCE

“CHECKED” ANNOUNCE STABILIZATION CRITERIA CHECK i

•Observe ECAM memo:

Appears below 2000ft RA Appears below 800ft RA

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Stabilization criteria

The term “Stabilized criteria” means that all of the following conditions must be fulfilled latest by the altitudes
stated below. In addition, the company requirement is to have the aircraft in the final landing configuration by
1000ft AAL, both in VMC and IMC (refer to OM-B 2.1.20.1):
•The aircraft is on the correct path,
•Only small changes in heading/pitch are required to maintain the correct flight path,
•The speed is not below Vapp, or above target speed + 10kts (20kts if positive deceleration),
•Thrust setting is above idle,
•Sink rate is not greater than 1000ft/min (if a higher v/s is required, a special briefing must be
conducted),
•All briefings and checklists have been completed.

If not stabilized by

•Any approach that is commenced with a reported visibility less than 5000m and/or ceiling less than 1000ft is defined as
IMC.
•Any approach that is commenced with a reported visibility of 5000m or more and ceiling of 1000ft or higher is defined as
VMC.
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Reaching Minimums
PF PM
At 400ft RA
FMA
“LAND GREEN” ANNOUNCE
CHECK
ANNOUNCE
“CHECKED”
At MINIMUM + 100ft “HUNDRED ABOVE”

“HUNDRED ABOVE” MONITOR or ANNOUNCE

“CHECKED” ANNOUNCE
At MINIMUM “MINIMUM”

“MINIMUM” MONITOR or ANNOUNCE

If visual references are not sufficient
“GO AROUND-FLAPS” ANNOUNCE
If visual references are sufficient
“CONTINUE” ANNOUNCE
At 100ft RA “ONE HUNDRED”

“ONE HUNDRED” MONITOR or ANNOUNCE

At 50ft RA “FIFTY”

“FIFTY” MONITOR or ANNOUNCE

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PF PM
At 40ft RA
FMA CHECK
ANNOUNCE “FLARE”
ATTITUDE MONITOR
At 20ft “RETARD” i

THRUST LEVERS IDLE

At Main Landing Gear touchdown
ALL THRUST LEVERS REV.MAX or REV.IDLE i
DIRECTIONAL
MAINTAIN “SPOILERS” CHECK/ANNOUNCE
CONTROL
“REVERSE GREEN” CHECK/ANNOUNCE i

BRAKES AS REQUIRED “DECEL” CHECK/ANNOUNCE

At 70kts
“70 knots” ANNOUNCE
ALL THRUST LEVERS REV.IDLE
At taxi speed
ALL THRUST LEVERS FWD.IDLE
AUTOBRAKE DISENGAGE before 20kts
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PM must monitor the attitude of the aircraft during the flare and give the appropriate call
outs when the following limits are exceeded:

•BANK: when more than 7degrees

•PITCH:
A320 & A319: 10 degrees
A321: 7,5 degrees
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Use of Reversers

•During the descent preparation and for the landing performance calculation, the use of reversers is
determined by the PF as follows:
The selection of REV.IDLE is standard as it reduces the stresses on the engines & the possibility of
tailpipe fire, increases the engine life and may be required by many local authorities for noise
abatement purposes.
However, REV.IDLE is not authorized in the following cases:
oFor runways with landing distance of 2200m or less,
oOn runways that are wet or contaminated,
oFor overweight landing,
oWith tailwind more than 5kts,
oWith gusty strong crosswind or with wind arc limited conditions,
oWhen reported OAT > 35 degrees,
oDuring low visibility operations,
oWhen brake fans are not installed or are inoperative,
oAccording to MEL requirements,
oAfter a long flare or a long touchdown,
oAny emergency,
oWhenever the deceleration is not as expected.
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PM Callouts

•“SPOILERS”
•If no spoiler extension, call “NO SPOILER”

•“REVERSE GREEN”
•If no reverse deployment, call “NO REVERSE”
or “NO REVERSE ENG….”as appropriate

•“DECEL”
•“DECEL” callout means that the deceleration is
felt by the crew and is confirmed by the speed
trend arrow on the PFD. If no deceleration, call
“NO DECEL”

Note: “DECEL” callout must not be based on the green DECEL light (the light
comes on only if Autobrake is active and a predetermined value of deceleration
has been achieved, by combination of brakes and/or reversers).