Approaches

Approved Approaches (FOM 5.10.4): ILS, ILS/DME, ILS/PRM, LDA w/ glideslope, LDA DME w/ glideslope, LDA PRM DME w/ glideslope, ASR/SRA, RNAV, VOR (with VNAV), VOR/DME (with VNAV).

Before any approach you must enter the applicable approach data (PH 3.12 & PH 18.x) and then activate the approach on the PERF APPR page of the MCDU.

Activating the approach will drive managed speed to approach speeds. I suggest activating the approach when out of 10,000’ and on selected speed. If you accidentally activate the approach you can simply use Speed Select for remainder of flight or enter current cruise altitude on PROG page for CRZ altitude. Entering the current altitude as the cruise altitude on the PROG page will force the FMGC back to Cruise phase.

Once on vectors with approach control you can clear out any remaining flight plan in the FMGC that is not needed to allow only the planned approach to be shown. This is sometimes referred to as “clean up the box”.

Both Flaps FULL and Flaps 3 are normally available for landing. So far I prefer Flaps FULL better.

Note: If flaps 3 is to be used then CONF3 should be selected on PERF APPR page (PH 17-145) and the overhead GPWS LDG FLAP 3 pb ON (PH 3.12).

When using approaches that utilize barometric settings (MDA, DA) such as ILS CAT I, LDA and RNAV the minimums setting is on the MDA line (line select key 2R) on the PERF APPR page. Autocallouts are not available at 100 above and minimums when using the MDA setting.

When using approaches that utilize radar altimeter (DH, AH) such as ILS CAT II and CAT III the minimums setting is on the DH line (line select key 3R) on the PERF APPR page. Autocallouts will be made at 100 above and minimums.

iMake your flight instructor happy!: When putting the landing gear up, disarm the ground spoilers by pressing the speedbrake handle down. When putting the landing gear down arm the ground spoilers by pulling the handle up.

iMake your flight instructor happy!: When extending flaps to the final position say “Flaps Full” not Flaps 4, and when retracting flaps to the fully retracted position say “Flaps UP”, not Flaps 0 (zero). Do NOT add the word “to” as in “Flaps to 3”.

iMake your flight instructor happy!: When making any change in modes such as arming an approach or turning off the flight director or autopilot make sure you look at FMA (at the top of the PFD) to see what mode you actually are in.

On every approach be sure that by 1000’-

Ø Speedbrake is stowed

Ø SPEED is showing in FMA or autothrust off

Ø Not on Open Descent (inside FAF for instrument approaches) (PH 2.13.2)

i Airbus Gotcha’: If you find that you cannot get the proper ILS frequency and course showing on the PFD when you select the ILS pb, then check your RAD/NAV page and see if a navaid has been entered and is locking out autotuning. Also be sure that an RMP NAV pb is not selected as this will turn on the NAV backup mode and disable FMGC tuning. I have also seen this simply “glitch” and not display when it should. We were able to fix it by reselecting the runway/approach.

On all instrument approaches (except CAT II,III) PM calls “100 above”, then at minimums, “Minimums, runway in sight” or “Minimums, no contact”. PF responds to minimums calls with either “Landing” or “Go Around”.

Remember: WAFPPP for working in the sim.

Weather (check destination weather, make plan)

Advise (ATC, F/A’s, company)

F–PLN (insert new destination if needed, then new approach)

PROG (if RNAV approach, insert .3 nm RNP)

PERF (ACTIVATE and CONFIRM, then insert approach data on PERF APPR)

PRELIMINARY (call for Preliminary Landing checklist)

It may be helpful to notice a “backward Z” flow to the keys on the MCDU when doing the F-Plan, RADNAV, PROG and PERF for the approach. You can use this “backward Z” for any PRELIMINARY checklist flow.

VAPP (PH 18.6.5)

The approach speed is automatically computed by the FMGC (of course!). This VAPP Target is shown on the PFD airspeed scale as a magenta triangle. VAPP is shown on the PERF APPR page on the FMGC. It is computed by taking the highest of two different figures. After you enter the steady state winds (no gusts) and the approach runway the FMGC figures the headwind component. It then takes 1/3 of the headwind and adds this to VLS. However, VAPP cannot be less than 5 kts. above VLS or more than 15 kts.

VLS + 1/3 headwind component = VAPP

So for runway 18 a wind of 180 at 30 kts. would result in a VAPP of +10 kts. If VLS is 120 then VAPP would be 130 (+10).

With runway 18 and wind 270 at 20 the VAPP would be +5 as a minimum of plus 5 must be added and a crosswind adds no additional speed.

Now comes the other way to figure VAPP Target, the infamous GS Mini. While it sounds like either a new Mini car or a new mini-skirt style it will actually figure the safest minimum ground speed for your approach. Remember, the GNADIR’s know your ground speed and the wind the aircraft is experiencing at the moment. You entered the runway so it can now know what the ground speed should be on approach. GS Mini takes the VAPP that has been already figured (130 in our example) and then subtracts the whole headwind component from it. This leaves only the ground speed and the previously added 1/3 wind “cushion” of 10 kts, so in this case 130 – 30 = 100 kts. ground speed. While this sounds slow remember that VLS was 120. If we had a head wind of 30 kts. that would result in a ground speed of 90 kts. So you can see that the “cushion” has actually added 10 kts. to the minimum ground speed. If the FMGC sees the ground speed going below the minimum of 100 kts. then it will increase the VAPP Target to maintain the minimum ground speed. This will ensure that even if all headwind was lost at once that the aircraft has sufficient energy to fly through the loss of speed. GS Mini may increase the VAPP beyond the normal plus 15 limit to maintain the minimum ground speed required.

VAPP – headwind component = GS Mini

The VAPP Target will be the higher of these two airspeeds, VAPP or GS Mini.

One point to remember when putting in the wind component. It won’t help you to “cheat” and put in a greater wind than actually exists. Putting in a greater wind speed will actually result in a lower GS Mini (remember the FULL wind speed is subtracted from VAPP) which will result in less protection on approach. If you wish to increase the VAPP Target it is better to simply enter the desired VAPP speed on the PERF APPR page while using accurate wind numbers.

While the FMGC will add airspeed for headwind components it will not add anything for crosswinds. It will be up to you to add anything to VAPP on the PERF APPR page if you have heavy crosswinds and you wish to have additional airspeed on the VAPP Target.

You will only have VAPP target shown when in APPR phase. You can force the FMGC to approach phase by selecting PERF and then ←ACTIVATE APPR PHASE and *CONFIRM APPR PHASE. This will drive the managed speed to approach speed. Normally you will be on speed select when you do this but when you command speed engage the speed will be VAPP. Note that VLS will change depending on the flaps configuration selected and therefore the VAPP will also change with landing flap configuration. All approaches must be briefed on the following outline (PH 3.12, FOM 5.10.1). Use the following aids during your approach briefing:

Approach chart:

Ø Approach name and runway

Ø Approach chart date

Ø TDZE

Ø Highest MSA

Ø Final approach verification altitude (not required for day visuals)

Ø Required visibility (not required for day visuals)

PFD (be sure LS pb is selected for ILS):

Ø ILS frequency (does not apply for RNAV approaches)

Ø Final approach course

Ø DA, DH or AH as applicable (not required for day visuals)

F-PLN page:

Ø Glide path angle (RNAV only)

Ø Missed approach procedure review (not required for day visuals)

SD:

Ø Brief aircraft model (i.e., A319, A320 or A321) and check landing weight.

Also include in brief any other considerations such as noise, windshear, anti-icing, runway conditions, 10-7 page engine-out procedures, etc.

Note: for RNAV approaches be sure to enter 0.3 RNP on the PROG page to ensure FMGC accuracy prior to the approach. Be sure to check that the 0.3 is showing on both MCDUs.

NOT that it has happened to me but if you forget what aircraft model you are in here is the gouge. On the ECAM DOOR/OXY page on the SD check the number of overwing exits and slides – if there are:

A319 – One exit and one slide

A320 – Two exits and one slide

A321 – Two exits and two slides

(OK, the DATA key, <A/C STATUS page will also show aircraft type as well but that requires pushing keys….no fair!)

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