Getting to Grips with Approach-and-Landing Accidents Reducti(38)

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.  Anticipate:
.  Understand system operation and results of any action, be aware of modes being armed or engaged (seek concurrence of other crewmember, if deemed necessary);
.  Execute:
.  Perform action on FCU or on FMS CDU; and,
.  Confirm:
.  Crosscheck and announce arming or engagement of modes and targets selections (on FMA, PFD and/or ND scales or FMS CDU).
The following rules and recommendations should be considered to support the implementation of this technique:
.  Before engaging the AP, make sure that:
.  Modes engaged for FD guidance (check FMA annunciations) are the correct modes for the intended flight phase and task;
Select the appropriate mode(s), as required; and,
.  Command bars do not shows large orders; if large commands are given, maintain hand flying to center the bars before engaging AP;
Engaging the AP while large commands are required to achieve the intended flight path may result in the AP overshooting the intended vertical target or lateral target;
.  
Before any action on FCU, check that the knob or push button is the correct one for the desired function;

.  
After each action on FCU, verify the result of this action on:

.  FMA (i.e., for arming or engagement of modes); and/or,
.  PFD/ND data (i.e., for selected targets); and,
by reference to the aircraft flight path and airspeed response;
.  
Announce all changes in accordance with Standard Calls defined in SOPs;

.  
When changing the selected altitude on FCU, cross-check the selected altitude indication on PFD;

During descent, ensure that selected altitude is not to below the MEA or MSA (or be aware of the applicable minimum-vectoring-altitude);
During final approach, set go-around altitude on FCU (i.e., the MDA/H or DA/H should not be set);
.  
Prepare FMS for arrival before starting the descent;

An alternative arrival routing, another runway or circling approach, can be prepared on the secondary flight plan, as anticipated;

.  
In case of a routing change (e.g., DIR TO), cross-check the new TO waypoint before activating the DIR TO (i.e., making sure that the intended TO waypoint is not already behind the aircraft);

Caution is essential during descent in mountainous areas; ensure that the new track and assigned altitude are not below the sector safe altitude;
If under radar vectors, be aware of the sector minimum vectoring-altitude;
If necessary, the selected heading mode can be used with reference to navaids raw data, while verifying the new route and/or requesting confirmation from ATC;
.  Before arming the NAV mode, ensure that the correct active waypoint (i.e., TO waypoint) is displayed on the FMS CDU and ND (as applicable);
If the displayed TO waypoint on the ND is not correct, the desired TO waypoint can be restored by either:
.  clearing an undue intermediate waypoint; or,
.  performing a DIR TO [desired TO waypoint].
Monitor the correct interception of the FMS lateral flight plan;

Optimum Use of Automation
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AIRBUS INDUSTRIE                                                                                       Getting to Grips with
    Flight Operations Support                                            Approach-and-Landing Accidents Reduction
　
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