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To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the next configuration maneuvering speed +10 kt (IAS must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select CONFIG 1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level flight. This deceleration rate will be twice i.e. 20 kt/NM, with the use of the speedbrakes.
If selected speed is to be used to comply with ATC, the requested speed should be selected on the FCU. A speed below the manoeuvring speed of the present configuration may be selected provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push the FCU speed selector to resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate the approach phase. This will ensure further proper speed deceleration when resuming managed speed; otherwise the aircraft will accelerate to the previous applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors overstress), and before selection of Flap 2. Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:
? The increase in VLS with the use of speedbrakes
? The limited effect at low speeds
? The speed brake auto-retraction when selecting the landing configuration. (Not applicable for A318)
INTERCEPTION OF FINAL APPROACH COURSE
To ensure a smooth interception of final approach course, the aircraft ground speed should be appropriate, depending upon interception angle and distance to runway threshold. The pilot should refer to applicable raw data (LOC, needles), XTK information on ND and wind component for the selection of an appropriate IAS.
NORMAL OPERATIONS
APPROACH GENERAL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
If ATC provides radar vectors, the crew will use the DIR TO RADIAL IN-BND facility. This ensures:
? A proper F-PLN sequencing
? A comprehensive ND display
? An assistance for lateral interception
? The VDEV to be computed on reasonable distance assumptions.
However, considerations should be given the following:
? A radial is to be inserted in the MCDU. In the following example, the final approach course is 90 ° corresponding to radial 270 °.
? Deceleration will not occur automatically as long as lateral mode is HDG
When established on the LOC, a DIR TO should not be performed to sequence the F-PLN as this will result in the FMGS reverting to NAV mode. In this case, the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is PRIMARY or if the navigation accuracy check is positive.
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