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РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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3.16.ILS APPROACH
For precision approaches and more information on how to use the FMGS see FMGS pilot's guide (Refer to FCOM PRO-NOR-SRP-01-70-A). Managed speed guidance is recommended.
Note: If the forecasted tail wind at final approach or landing is greater than 10 kt, decelerated approach is not allowed, and the speed should be stabilized around Vapp by FAF.
The approach procedures described here assume that the flight crew performs manual landing. AP must be disengaged above 80ft AGL.
If AUTOLAND is intended, the crew must use CATII/III procedures.
3.17.INITIAL APPROACH
FLIGHT PLAN SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH PNF should always keep flight plan sequenced during approach on PF request
(TO WPT should always be ahead of the aircraft).
APPROACH PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
CHECK/ACTIVATE PF |
•If in NAV mode, when overflying DECEL pseudo waypoint, the APPR phase will activate automatically.
•If in HDG/TRK mode, approximately 10 NM from FAF activate and confirm APPROACH phase on the MCDU.
POSITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR PF
•In NAV mode, use VDEV information on the PFD and PROG page.
•In HDG or TRK mode, use energy circle on ND representing the required distance to land.
MANAGED SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PF
If ATC requires a particular speed, then use selected speed. When the ATC speed constraint ("maintain 170 knots to the outer marker", for example) no longer applies, return to managed speed.
SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD PF
If the pilot uses speedbrakes to increase the rate of deceleration, or to increase the rate of descent, it is important to note that VLS with speedbrakes fully extended, in the clean configuration, may be higher than green dot speed and possibly than VFE FLAP 1.
The A/THR in speed mode, or the pitch demand in OPEN DES, will limit the speed to VLS. In this situation, the pilot should begin to retract speedbrakes upon reaching VLS + 5 knots and should select FLAP 1, as soon as speed is below VFE NEXT. The speedbrakes may then be extended, if necessary. The landing gear may always be extended out of sequence to facilitate deceleration.
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
AS RQRD |
PF |
Дата 01.02.2013 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
cтр. 69 |
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РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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GPS PRIMARY on PROG page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AVAILABLE PNFIf GPS PRIMARY is not available:
NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR PNF
Check the PROG page to verify that the required navigation accuracy is appropriate to the flight phase. Monitor NAV accuracy, and be prepared to change ILS interception strategy.
If NAV ACCUR DOWNGRAD occurs, use raw data to crosscheck navigation accuracy.
Methods for checking accuracy:
▪ Manually tuned VOR (VOR/DME or ADF) to a station that is within range on the RAD NAV page and select associated needles on the ND.
Check that the needle (raw data) overlies the corresponding blue navaid symbol (FM computed) and that the DME distance is equal to the distance showing between the aircraft symbol and the navaid symbol on the ND.
▪ Or insert VOR/DME idents in BRG/DIST TO field on the progress page and compare the computed BRG(DIST) with the raw data on the ND.
Navigation accuracy check determines which autopilot mode the flight crew should use, and the type of displays to be shown on the ND, as well as the use of the EGPWS.
NAVIGATION ACCURACY |
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ND |
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AP/FD |
TERR |
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PF |
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PNF |
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GPS PRIMARY |
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NAV ACCUR HIGH |
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ARC or ROSE NAV |
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NAV |
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NAV ACCUR LOW and |
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with navaid raw data |
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NAV ACCUR check ≤ 1NM |
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GPS PRIMARY LOST and |
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NAV ACCUR LOW and |
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ARC |
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NAV ACCUR check > 1 NM |
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or ROSE NAV |
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HDG |
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ROSE ILS |
or ROSE ILS |
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OFF |
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GPS PRIMARY LOST and |
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or TRK |
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with navaid |
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aircraft flying within unreliable |
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raw data |
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radio navaid area |
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cтр. 70 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
Дата 01.02.2013 |
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РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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3.18.NTERMEDIATE/FINAL APPROACH (ILS Approach Entered in the F- PLN)
The Objective is to be stabilized on the final descent path at VAPP in the landing configuration, at 1000 feet above airfield elevation (in instrument conditions, or at 500 feet above airfield elevation in visual conditions, after continuous deceleration on the glide slope).
To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this stabilization height:
The aircraft is on the correct lateral and vertical flight path;
The aircraft is in the desired landing configuration;
Landing C/L complete;
The thrust is stabilized; usually above idle, to maintain the target approach speed along the desired glide path;
No excessive flight parameter deviation:
▪ Speed below speed target - 5 kt or above speed target + 10 kt |
“SPEED” |
▪ Pitch attitude below -2.5 ° or above 10 ° |
“PITCH” |
▪ Bank angle greater than 7 ° |
“BANK” |
▪ Descent rate greater than 1 000 ft/min |
“SINK RATE” |
▪ LOC deviation more than ¼ dot |
“LOC” |
▪ GLIDE deviation more than 1 dot |
“GLIDE” |
If the aircraft is not stabilized on the path in landing configuration, at 1000 feet above airfield elevation in instrument conditions, or at 500 feet above airfield elevation in visual conditions, the flight crew must initiate a go-around, unless they estimate that only small corrections are necessary to rectify minor deviations from stabilized conditions due, amongst others, to external perturbations.
APPR PB on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS PF
Press the APPR pushbutton, only when ATC cleared the aircraft for the approach at 3nm or less of lateral deviation from final track. This arms the LOC and G/S modes.
LOC and/or G/S capture modes will engage no sooner than 3 seconds after being armed.
Both APs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE PF
When APPR mode is selected, both autopilots should be engaged.
FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
ANNOUNCE |
PF |
Дата 01.02.2013 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
cтр. 71 |
|
РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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AT GREEN DOT SPEED
“FLAPS 1” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER PF
FLAPS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PNF
FLAPS 1 should be selected more than 3 NM from FAF (final approach fix).
Note: The ECAM automatically displays the STATUS page, if it is applicable, and if the flight crew has not already selected a system page manually.
Deceleration toward "S" speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH
The aircraft must reach or be established on the glide slope with FLAPS 1 and S speed at or above 2000 feet AGL.
If the aircraft speed is significantly higher than S on the glide G/S, or if the aircraft does not decelerate on the G/S, extend the landing gear to slow it down. It is also possible to use speedbrakes. However, the flight crew should be aware that the use of speedbrakes causes an increase in VLS.
TCAS mode selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA or TA/RA PNF
It is recommended to select TA only mode:
-In case of known nearby traffic which is in visual contact.
-At particular airports (closely-spaced parallel runways, low terrain along the final approach).
LOC CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR BOTH
The flight crew must always monitor the capture of a LOC beam. During the capture phase, the associated deviation indications on the PFD and ND must indicate movement towards the center of the scale.
G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR BOTH
Check correct distance according to Approach chart.
If above the glideslope :
The following procedure should only be applied when established on localizer.
The crew should lower the landing gear and select CONF2. Speedbrakes may be used. When cleared to intercept the glide slope, the crew should:
FCU ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ABOVE A/C ALTITUDE PF V/S MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE PF
V/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST PF
Select V/S 1500 ft/min initially. V/S up to 2000 ft/min may be used above 2000ft AGL.
Note: 1. When reaching VFE, the AP maintains VFE and reduces the V/S without MODE REVERSION.
2. If the aircraft intercepts the ILS above the radio altimeter validity range (no radio altitude indication available on the PFD), CAT 1 is displayed on the FMA. Check that FMA displays correct capability for approach, when the aircraft is below 5 000 feet.
Note: For EI-DXY, EI-DZR, VP-BIU Do not reach VFE to avoid reversion to OP CLB.
GO-AROUND ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PF
Set the go around altitude on the FCU when G/S captured.
If there are any altitude constraints on missed approach, set the lowest one.
cтр. 72 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
Дата 01.02.2013 |
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РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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AT 2000 FT AGL (minimum)
FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER PF FLAPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PNF Deceleration toward "F" speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH
•If the aircraft intercepts the ILS glideslope at or below 2000 feet AGL, select FLAPS 2 at one dot below the glideslope.
•If the aircraft speed is significantly higher than S on the G/S, or the aircraft does not decelerate on the G/S, extend the landing gear in order to slow down the aircraft.
The use of speedbrakes is not recommended.
•When the speedbrakes are deployed, extending the flaps beyond FLAPS 1 may induce a slight roll movement, and in calm conditions a small lateral control asymmetry may remain.
WHEN FLAPS ARE AT 2
GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER PF GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PNF
AUTO BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM PF
If the runway conditions have changed, consider another braking mode.
GROUND SPOILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM PNF
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE PNF
Set SEAT BELTS OFF then ON twice.
WHEN LANDING GEAR IS DOWN
FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER PF
FLAPS 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PNF
Select FLAPS 3 below VFE.
WHEEL SD page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH
ECAM WHEEL page appears below 800 feet, or at landing gear extension.
▪ Check for three landing gear green indications on the landing gear indicator panel. At least one green triangle on each landing gear strut on the WHEEL SD page is sufficient to indicate that the landing gear is down locked. Rely also the “LDG GEAR DN” green LDG MEMO massage to confirm that the landing gear is downlocked.
RESIDUAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
CHECK |
PNF |
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If residual pressure is indicated on the triple indicator: |
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RESIDUAL BRAKING PROC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
APPLY |
PNF |
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FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
. ORDER |
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FLAPS FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
SELECT |
PNF |
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▪Select FLAPS FULL below VFE next.
▪Retract the speedbrakes before selecting FLAPS FULL to avoid an unexpected pitch down, when the speedbrakes retract automatically.
Дата 01.02.2013 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
cтр. 73 |
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РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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Deceleration toward "Vapr" speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH
Check deceleration towards VAPR.
WING ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PNF
Switch WING ANTI ICE ON only if severe icing conditions.
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN SPEED MODE OR OFF PF SLIDING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED BOTH LDG MEMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO BLUE LINE BOTH LANDING CHECKLIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE BOTH
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH PF announces any FMA modification.
PNF calls out if:
▪The speed becomes less than speed target – 5 knots, or greater than speed target +10kt.
▪The pitch attitude becomes less than -2.5°, or greater than 10° nose up.
▪The bank angle becomes greater than 7°.
▪The descent rate becomes greater than1000 feet/min.
▪Excessive LOC or GLIDE deviation occurs: 1/4 dot LOC; 1 dot GS
Following PNF flight parameter exceedance callout, the suitable PF response will be:
•Acknowledge the PNF callout, for proper crew coordination purposes.
•Take immediate corrective action to control back into the stabilized conditions.
▪ Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around.
AT MINIMUM STABILIZATION HEIGHT :
ONE THOUSAND or FIVE HUNDRED . . . . . . . . . . . . . . . . . CHECK or ANNOUNCE PNF
If the A/C is not stabilized at minimum stabilization height or below and PF does not take immediate corrective action to control the exceeded parameters back into the defined stabilized conditions and there is doubt that stabilized conditions will be recovered early enough prior to landing:
"NOT STABILIZED-GO AROUND" . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE PNFGO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE PF
"STABILIZED" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE PNF
Continue approach.
AT MINIMUM + 100 FT: |
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HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
MONITOR or ANNOUNCE |
PNF |
AT MINIMUM: |
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MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE PNF
“CONTINUE” or "GO AROUND/FLAPS" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER PF
Do not duck under the glideslope. Maintain a stabilized flight path down to flare. At 50 feet, one dot below the glideslope is 7 feet below the glideslope.
cтр. 74 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
Дата 01.02.2013 |
|
РПП Часть В |
Стандартные эксплуатационные процедуры |
Издание: 05 |
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Airbus-319/320/321 |
Standard operating procedures(SOP) |
Изменение: 00 |
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Дата 01.02.2013 |
ВЫПОЛНЕНИЕ ПОЛЕТА |
cтр. 75 |