C) Conflictos relacionados con el acceso al permiso de residencia
3. Conclusiones
- The Initial Approach, from IAF (≅ 15 nm from dest) to the activation of approach phase materialized by the (DECEL) pseudowaypoint
- The Intermediate Approach from (DECEL) to FAF - The Final Approach from FAF to landing or minimum
In each of these parts there are various drills which have to be achieved regardless of the approach type.
- Drills to be achieved throughout the 3 phases of any approach - Initial approach
a) FM NAV ACCY check using raw data (not necessary if GPS primary).
The result of the NAV ACCY check determines the strategy on how to conduct the approach: which display mode will be used on ND and which guidance modes may be used with AP/FD.
e.g. . if check is positive or GPS is Primary PF and PNF ND on ARC or ROSE NAV
AP/FD Lateral/Vertical managed modes may be used EGPWS set ON.
b) Select the BEST FLYING REFERENCE for the approach.
- The FPV (called Bird) are best adapted for all types of approaches and are strongly recommended for NPA or VISUAL approaches; set BIRD ON.
- Attitude associated to FD crossbars is still most commonly used to fly ILS approaches, (BIRD OFF). c) ACTIVATE THE APPR PHASE:
The purpose of this activation is to initialize the deceleration towards VAPP or towards the speed constraint inserted at FAF, whichever applies.
There are actually 2 approach techniques:
- the stabilized approach for which the A/C reaches FAF in Landing Conf and VAPP; the Final Approach is flown down with VAPP,
- the decelerated approach technique for which the A/C reaches FAF in CONF1 and S speed. Then, when flying below 2000 ft AGL, the pilot will continue the deceleration and configuration changes so as to be stabilized with VAPP and Landing Configuration, at 1000 ft (IMC) or at 500 ft (VMC) at the latest.
Decelerated approaches are used for ILS.
Stabilized approaches are generally used for NPA.
The FMS provides a (DECEL) pseudo waypoint materialized by a
D
along the FPLN on the ND, indicating where to start the deceleration towards approach speed VAPP.
D
is computed assuming a decelerated approach technique. Hence, if you wish to fly an NPA or a stabilized approach, insert VAPP as a SPEED CSTR at FAF, in order to get a valuable (DECEL) pseudo waypoint.When NAV mode is engaged with managed speed, the Approach phase activates automatically when sequencing (DECEL) or
D
..When HDG mode is selected (e.g. . for radar vectoring), you will have to manually activate the Approach phase on any PERF page.
Other drills:
- ensure proper sequencing of the FPLN when radar vectored (monitor the TO waypoint) - check adequate NAVAIDS are selected
- ensure the LS P/B is properly set
Intermediate Approach
The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude and configuration at FAF, and to guide the aircraft to the proper final trajectory at FAF.
a) Aircraft deceleration and configuration changes Managed speed is recommended.
Since the Appr Phase is activated, the target magenta Speed on PFD is VAPP; the ATHR which most probably is in SPEED mode, will guide the aircraft towards the target speed, lower limited to maneuvering speed of current configuration:
e.g. if CONF0, maneuvering speed is O (higher than VAPP) if CONF1, maneuvering speed is S (higher than VAPP)
Hence the deceleration will be achieved by successive changes of configuration:
- for ILS approaches, when O + 10 is reached, select CONF1; the A/C will decelerate to S.
- for NPA or stabilized approaches, when successive Maneuvering speed + 10 are reached, select next CONF (this prevents thrust increase by ATHR when reaching maneuvering speeds):
O + 10 Select CONF1
S + 10 Select CONF2, then landing gear down F + 10 Select CONF3, then CONF FULL
You may fly BELOW the maneuvering speed of the current configuration, provided you fly ABOVE VLS.
e.g. if ATC requests 180 kts while S speed is 190 kts – Fly CONF1. In approach, there are 2 F speeds:
F speed related to CONF2 (around 160 kts) it is named F2 F speed related to CONF3 (around 140 kts) it is named F3
Hence if ATC requests to maintain a given speed down to a given position, select the Configuration for which the maneuvering speed is the closest:
e.g. ATC requests: « maintain 160 kts till 4nm in bound the runway. » The procedures is:
Select CONF2; if F2 is within 5 kts of the request, keep managed speed. Else, select 160 kts on the FCU.
Reaching 4 nm in bound, press the speed P/B on the FCU to resume managed speed and further deceleration.
b) Interception of the Final Approach axis
Refer to applicable raw data (LOC, needles or XTK).
If ATC clears the interception of the Final approach trajectory along the FPLN route, use NAV mode if FM ACCY CHECK is OK.
If ATC provides radar vectors, use the DIRTO RADIAL INBND facility.
- Radar Vectoring to final approach: recommended procedure - The DIR TO RADIAL INBND facility ensures:
- a proper FPLN sequencing - a comprehensive ND display
- an assistance for lateral interception (XTK, INTCPT)
- the yoyo or VDEV to be computed on reasonable distance assumptions
Once cleared for the Approach by ATC, press the APPR P/B to arm the approach modes when applicable. Other drills:
• When selecting Next Configuration, check IAS is lower than VFE next conf.
• If TWR gives a new wind for landing, update it on PERF APPR. Final Approach
a) Monitor the Final Approach mode engagement:
• G/S * or FINAL engagement when required, or select Final descent path FPA reaching FAF
• If the capture or engagement is abnormal, take over manually by selecting the proper FPA. b) Monitor the Final Approach using raw data:
• LOC – G/S deviation symbols for ILS
• VDEV - XTK and FPLN for managed Appr (GPS primary)
• VDEV - XTK + needles / DME / ALT for NPA (non GPS primary)
• Needles / DME / ALT / Time for NPA when FM NAV ACCY check is negative c) Managed speed is recommended to benefit from the GS MINI SPEED GUIDANCE
It assists the pilots in case of longitudinal shears.
• Aircraft must be stabilized in Landing conf at VAPP: by 1000 ft (IMC)
by 500 ft (VMC)
• If there is a significant change in the tower wind, the PF shall ask PNF to modify it on PERF APPR page, above 1000 ft AGL.
• If the A/C has a tendency to be FAST and/or HIGH on final, EXTEND LANDING GEAR earlier, but below 220 kts preferably.
Don’t use SPD BRK on final, which any how have little efficiency at low speed, and auto retract when CONF3 or FULL are selected.
NOTE:
If you select next conf, with IAS > VFE CONFNEXT , with FPA mode engaged, the AP/FD will deviate from target
FPA and will shallow the descent in order to decelerate the A/C towards VFE. On latest aircraft, this is indicated by V/S boxed amber on the FMA.
• Keep hands on the thrust levers while ATHR is ON in final, so as to be prepared to react when needed. If for any reason the speed drops below VAPP significantly, push the levers forward above CLB detent (but below MCT) till the speed trend arrow indicates an acceleration; ATHR is then armed with MAN THR white on FMA.
Then bring the thrust levers back into CLB detent. This is enough to be quickly back on speed.
- Speed drop in approach: recommended recovery technique -
• A deceleration below VAPP may occur in following cases:
- GPWS terrain avoidance maneuver,
- Collision avoidance maneuver,
- Windshear escape maneuver.
In all those cases, the pilot shall slam all thrust levers full forward. NOTE:
Be aware that if you move thrust levers up to TOGA, SRS / GATRK will engage, when flaps ≥ 1.
• Go around altitude must be set on the FCU; this is usually done at Final appr descent initiation; either when G/S or FINAL mode engaged or, if FPA mode is used, only when the A/C current altitude is below the Go Around altitude in order to avoid an undue ALT *.
• In case a major navigation problem occurs such as loss of raw data, FM NAV ACCY check negative or other, interrupt the approach.
• Reaching MDA or DH, at MINIMUM auto call out:
- If visual, continue and land if the A/C is properly established.
- If no visual, Go Around.
This explains why MDA is not set as target altitude on the FCU; MDA is a decision altitude. Should the MDA be set as FCU target, this would cause a spurious ALT* when getting close to MDA, bringing the A/C above final path.
11/2 - ILS APPROACH