LOC / VOR / NDB Approaches using TRK-FPA i

INTERMEDIATE
INITIAL APP FINAL APP
APP

APPR. Final
Altitude Cleared for On Final Reaching
Phase Configuration Descent Landing
Clearance Approach Path Minimum
Activation Point

SOP SOP SOP SOP SOP SOP SOP SOP

Flaps 1 Flaps 2 L/G Down Flaps 3 Flaps Full

3nm min.

IAF IF MDA/MA
FDP
P

© Achilleas Gavriilidis 2020

CROSS-REFERENCE TABLE FOR TYPE OF APPROACH AND GUIDANCE MODE BACK
 INITIAL APPROACH BACK
Altitude Clearance
PF PM
FLIGHT PLAN
ADJUST i
SEQUENCING

CLEARED ALTITUDE ON
SET
FCU
FMA CHECK
FMA ANNOUNCE
ANNOUNCE “CHECKED”
When ATC gives radar vector
HDG ON FCU PULL AND SET
CHECK
FMA ANNOUNCE FMA
ANNOUNCE “CHECKED”
When radio altimeter alive
“TWO THOUSAND FIVE HUNDRED”

“RA ALIVE” ANNOUNCE

“CHECKED” ANNOUNCE

LS P/B remains OFF except for LOC Approaches

 INITIAL APPROACH BACK
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.
 INITIAL APPROACH BACK
i
Approach Phase activation
PF PM
Approximately 15nm from touchdown

APPROACH PHASE ACTIVATE MANUALLY

MANAGED SPEED CHECK i

If GPS Primary lost

FLIGHT PATH MONITOR i NAV. ACCURACY MONITOR i

SPEED BRAKES AS REQUIRED

WX RADAR AS REQUIRED

POSITION MONITOR i

Early stabilized approach i

 ND mode setting i
 INITIAL APPROACH BACK
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 is on, or by the PM if AP is off), crosscheck with
the other crewmember, as the speed reduction may be perceived as undue and reacted upon.
 INITIAL APPROACH BACK
Flight Path monitor
If GPS PRIMARY is not available, V/DEV information is reliable only when accuracy is
HIGH.

•The V/DEV digital value is displayed on PROG page,

whichever lateral mode is currently engaged.

•When APPR. Phase is active:

•The V/DEV is now represented on the PFD
Max. deviation +/- 200ft Intercept symbol on ND
altitude scale with a “Brick” symbol

•In HDG or TRK mode, the ENERGY CIRCLE

represents the required distance to land from aircraft
altitude down to airfield elevation, taking into account
the deceleration down to Vapp.
 INITIAL APPROACH BACK
Position Monitor

•After Radar Vectoring, consider a DIR TO….RADIAL IN, to sequence the F-PLN.
 INITIAL APPROACH BACK
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.
 INITIAL APPROACH BACK
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.
 ND mode BACK

When GPS PRIMARY LOST, NAV ACCURACY LOW and NAV ACCURACY check beyond 1 nm
do not use ARC or ROSE NAV mode

PF PM

Check with NAVAID Raw data

 INITIAL APPROACH BACK
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
•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

 INTERMEDIATE APPROACH BACK
Cleared for Approach
PF PM
When cleared for Approach

TRK/FPA PRESS AND SELECT

“TRACK” ANNOUNCE FMA CHECK

ANNOUNCE “CHECKED”

When cleared for Approach:

When cleared for LOC Approach:

• 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.
 INTERMEDIATE APPROACH BACK
Configuration

PF PM
At Green Dot speed:

“FLAPS 1” ORDER ANNOUNCE “SPEED CHECKED”

FLAPS 1 SELECT

CONFIRM “FLAPS 1”

LANDING LIGHTS ON (if day)

DECEL TO S SPEED CHECK TCAS TA or TA/RA

When below VFE NEXT

“FLAPS 2” ORDER ANNOUNCE “SPEED CHECKED”
FLAPS 2 SELECT
CONFIRM “FLAPS 2”
DECEL TOWARDS F
CHECK
SPD

NEXT PAGE
 INTERMEDIATE APPROACH BACK
Configuration
PF PM
When FLAPS 2
“GEAR DOWN” ORDER LANDING GEAR SELECT DOWN
i
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

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

CABIN
4
CREW

SPOILERS 2
 FINAL APPROACH BACK
Final Descent Point
PF PM
1nm before the FDP
FPA VALUE SET

0,3 nm before the FDP

FPA PULL FMA CHECK

FPA “MINUS 3.1” ANNOUNCE ANNOUNCE “CHECKED”

At the Final Descent Point

GO AROUND ALT SET i
“GO AROUND ALT….FT
ANNOUNCE
SET”
FLIGHT PATH MONITOR/ADJUST i FLIGHT PARAMETERS MONITOR i

ANY FMA CHANGE ANNOUNCE ANY FMA CHANGE MONITOR/CHECK

 GO AROUND ALTITUDE BACK

In some cases the published Go Around altitude is below the current altitude.
In this case set Go Around altitude only when passing below the published GO
AROUND ALT. In any other case, the aircraft will stop the descent when reaching
this ALT, it will level off and the approach will be destabilized .

DELAY IT
GO AROUND ALT…….SET

GO AROUND ALT

GO AROUND ALT…….SET
 FINAL APPROACH BACK
Flight parameters monitor

PM must monitor flight parameters and give the appropriate callout when any exceedance is observed
 FINAL APPROACH BACK
Flight parameters monitor

• Check that the aircraft is actually on the final course and on the intended flight path.

•Monitor V/DEV on PFD and XTK error on ND. Monitor lateral guidance using raw data

Lateral raw data Bird below

VOR: ½ dot or 2,5 deg Consistent V/S
the horizon
NDB: 5 deg

•Crosscheck altitudes versus distances

as published on the charts

• Appropriate FPA corrections on V/S

 FINAL APPROACH BACK
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)
 FINAL APPROACH BACK
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

 FINAL APPROACH BACK
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.
 FINAL APPROACH BACK
Reaching Minimums
PF PM
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
“AP OFF” ANNOUNCE
AP OFF i
“FDs OFF” ORDER FDs SET TO OFF
“SET RWY TRK____” ORDER RWY TRACK SET or CHECK
 FINAL APPROACH BACK
AP off

•AP OFF

•FDs OFF

•BIRD ON

•SET RWY
TRK
 LANDING BACK

PF PM

ATTITUDE MONITOR i
At 20ft “RETARD”

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
 LANDING BACK

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
 LANDING BACK
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.
 LANDING BACK
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).