LDA approaches use same procedures as ILS approaches, LDA must have glide slope, LDA in database as LOC. KDCA Roselyn LDA is NOT authorized.
Ask for approach minimums (RVR or vis.) for category
C (A321 D) aircraft and missed approach procedure. Controller will give you MDA
and Descent Point (final approach fix) and one mile prior to DP. Ask for other
fixes to plan for configuration (i.e. 3, 2, 1 miles from DP). Use “dial ahead”
on altitude. For example, when at initial altitude set MDA before reaching DP.
When at MDA, set to missed approach altitude. Note: do not set new altitude
until altitude is fully captured (ALT* is gone from FMA) to avoid a reversion
to vertical speed. Round MDA up to next highest hundred (example: MDA is 740,
set 800). Max 1000 fpm descent below 1,000 AFE. Use V/S (vertical speed) only,
do not use Open Descent. Turn off both Autopilot and Flight Director to descend
below MDA.
This is what I call a “drop and drag” or “dive and
drive” approach. You will configure and fly to the FAF, then “drop” down to the
MDA and “drag” the MDA until you either descend to land or go-around. No extra
points for getting to the MDA too close to the runway to land so get down
promptly once you reach the FAF.
Since US Airways no longer issues ASR approach plates and the ASR is not in the FMGC database you may want to load a similar approach to the same runway and use an approach to the same runway or airport to help in situational awareness and to brief common items such as MSA.
All single-engine approaches follow the same procedures
as normal two engine approaches except that Flaps 3 will be used in all cases.
The aircraft is certified for autolanding with single engine operation down to
CAT IIIA single which will allow autoland approaches down to a DH of 50’.
i Airbus Gotcha’: If an engine-out condition is detected by the FMGC the appropriate
performance page will be brought up on the MCDU with an amber EO CLR* on LSK 1R
(PH 17.6.39 & 18.3.7). This is asking if you wish to force the FMGC back to
normal two engine data. If you press the EO CLR you will clear out the
engine-out condition and the FMGC will revert back to the normal two engine
data. Of course if you get a spurious EO CLR* during normal operations then you
would want to clear the engine-out performance from the FMGC, which is why the
prompt is there. The point here is during engine-out operations do not press
the amber EO CLR* LSK!
i Airbus Gotcha’: Both Flight Directors
should be turned off when cleared for visual approach and hand flying. This
will ensure SPEED is showing for Thrust on the FMA and will help avoid unwanted
“thrust excursions”. Once established on the final if you have instrument
guidance (either ILS or RNAV) you may turn the F/D’s back on and select APPR if
you will follow the Flight Director.
Open descent prohibited below 1000’ AGL on a visual approach
(U) (PH 2.13.1)
When using speed select (manual speed selection – blue bug)
I suggest the following speed ranges for a given flap setting. Note that this
is based on my observation of managed speed, not on a written profile, and is
simply my suggestion of comfortable speed ranges for a given flap setting. Of
course you are able to select from VMO down to VLS
whenever needed but the following are suggested as flexible and comfortable
speeds to use in line operations. As well, by using these “ranges” you have a
visual reference in front of you at all times:
Ø Flaps
0 – down to green dot (suggest about
210)
Ø Flaps 1 –
below VFE NEXT down to S speed (green S) (suggest 190)
Ø Flaps 2 –
below VFE NEXT down to F speed (green F) (suggest 170)
Ø Flaps 3 –
below VFE NEXT down to F speed (green F) (suggest 160)
Ø Flaps Full
or 3 – Managed Speed – before 1000’
Note: recall that VFE NEXT is the
amber equals sign on airspeed scale
Note: A321 may need slightly
higher suggested speeds at heavy weights.
The alternate ILS technique (PH 18.6.6) works well for
conservative Visual approaches as well (assuming on glideslope) and is similar
to RNAV technique. If you plan on using this technique the FAA wants you to
state “alternate ILS technique” in your approach briefing. (in parentheses is
full ILS equivalent):
Ø Plan and
configure to arrive prior to 3 nm from FAF with Flaps 2
Ø 3 nm from
FAF – gear down (Dot and a half G/S)
Ø 2 nm from
FAF – flaps 3 (Half dot G/S)
Ø 1 nm from
FAF – flaps FULL (G/S intercept)
Ø 1 nm from
FAF – flaps FULL (G/S intercept)