A318/A319/A320/A321 机组训练手册 FCTM Flight Crew Training Manual(91)

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use of DIR TO radial in facility
 
If ATC gives a new wind for landing, the crew will update it on MCDU PERF APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the approach modes when applicable.
FINAL APPROACH
Applicable to: ALL
FINAL APPROACH MODE ENGAGEMENT MONITORING
The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully managed NPA or will select the Final Path Angle (FPA) reaching FAF for selected NPA. If the capture or engagement is abnormal, the pilot will either use an appropriate selected mode or take over manually.
FINAL APPROACH MONITORING
The final approach is to be monitored through available data. Those data depends on the approach type and the result of the navigation accuracy check.
 

  NORMAL OPERATIONS
APPROACH GENERAL
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

Approach type Navigation accuracy check Data to be monitored
ILS - LOC, GS deviation, DME and/or OM
Managed NPA GPS primary VDEV, XTK and F-PLN
Managed NPA Non GPS PRIMARY VDEV, XTK, Needles, DME and ALT
Selected NPA Accuracy check negative Needles, DME and ALT, Time

USE OF A/THR
The pilot should use the A/THR for approaches as it provides accurate speed control. The pilot will keep the hand on the thrust levers so as to be prepared to react if needed.
During final approach, the managed target speed moves along the speed scale as a function of wind variation. The pilot should ideally check the reasonableness of the target speed by referring to GS on the top left on ND. If the A/THR performance is unsatisfactory, the pilot should disconnect it and control the thrust manually.
If the pilot is going to perform the landing using manual thrust, the A/THR should be disconnected by 1 000 ft on the final approach.
GO-AROUND ALTITUDE SETTING
When established on final approach, the go-around altitude must be set on FCU. This can be done at any time when G/S or FINAL mode engages. However, on a selected Non Precision Approach, i.e. when either FPA or V/S is used, the missed approach altitude must only be set when the current aircraft altitude is below the missed approach altitude, in order to avoid unwanted ALT*.
5 TRAJECTORY STABILIZATION
The first prerequisite for safe final approach and landing is to stabilize the aircraft on the final approach flight path laterally and longitudinally, in landing configuration, at VAPP speed, i.e:
? Only small corrections are necessary to rectify minor deviations from stabilized conditions
? The thrust is stabilized, usually above idle, to maintain the target approach speed along the desired final approach path
Airbus policy requires that stabilized conditions be reached at 1 000 ft above airfield elevation in IMC and 500 ft above airfield elevation in VMC.
　
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