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· Select TRK/FPA as the autopilot guidance mode
· Use managed speed
Intermediate approach :
· Crosscheck FPD approach track with approach plates
· Ensure raw data is correctly displayed
· Select FPA at a proper distance prior th the published descent point (allowing time for the
aircraft to react).
· Complete approach checks
Final approach :
· Ensure landing configuration achieved prior to FAF
· Monitor raw data and FMA, calling mode changes
· Set go around altitude
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05 - TRAINEES’ ACTIONS (END)
SELECTED APPROACH (END)
At MDA :
· If visual, disconnect autopilot and continue visually or perform a go around if insufficient
visual references
This selected non precision approach procedure is necessary when the non ILS approach is
not in the database or the NAV ACCURACY check is negative (see FCOM 3.03.20 [SOPs -
Non Precision Approach])
Raw data must be used as a cross check throughout the approach.
When planning for a circling approach, the landing runway should be inserted in the SEC
F-PLN. Once downwind, having completed the instrument approach, activate the SEC
F-PLN enabling use of managed speed with its associated MINI GS function. Additionally,
the landing runway will be shown on the PFD to assist positioning onto final approach. Once
the SEC F-PLN is activated the go-around procedure will be that for the landing runway not
the instrument approach just carried out. Therefore, if visual reference is lost during the
circling approach, the go-around will have to be flown using selected guidance
(FCOM 3.03.20 [SOPs - Non Precision Approach]).
The landing is achieved by autopilot disconnect and visual positioning. Remember the effect
of wind on your ground track as you "go visual". Be aware that the possibility of a go-around
and the procedures to be followed should have been mentioned in the approach brief. The
go-around should be autopilot controlled. The approach and go-around patterns are
contained in FCOM 4.05.70 (FMGS Procedures - Approach).
06 - COMPLETION STANDARDS
· Makes correct choice of managed and/or selected guidance.
· Ensures standard task sharing procedures applied.
· Ensures aircraft configured in accordance with the procedure corresponding to the type of
approach flown.
· Ensures approach flown within 5 of the required track.
· Maintains speed within +10 kt/-5 kt of target.
· At MDA, makes correct decision to continue, land or go around and executes decision
correctly.
· Flies visual segment smoothly and lands within touch-down zone.
· Performs correct go around procedure if necessary.
· Conforms with task sharing requirements and ensures good crew communication.
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07 - COMMON ERRORS
· Raw data information not monitored closely throughout approach.
· Confusion between managed and selected.
· NAV accuracy not confirmed or checked.
· Misuse of flight plan.
· Navigation aids not forced and/or course not inserted.
· VAPP not stabilized at FAF.
· Incomplete briefing.
· TRACK / FPA selected late.
· Aircraft descent preparation late.
· Poor radial tracking in selected mode.
· Go around altitude not set.
· Going below of MDA.
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01 - TRAINING OBJECTIVE
· To safely perform a visual traffic pattern, approach and landing.
· To perform a "side-step" maneuver during an approach.
02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
· FCOM 3.03.20 (Visual approach)
· FCOM 4.05.70 (Visual approach)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Visual pattern description.
· Altitude/distance to run/configuration "clues".
· Importance of maintaining visual contact with runway and other traffic.
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