A) Standard ILS approach
Decelerated approach is recommended. The following particulars apply for ILS approaches :
! Initial Approach
- For CAT 1 ILS, insert D(A) or D(H) values into MDA (or MDH if QFE function available), on PERF APPR page, since these are baro referenced.
- For CAT II, III, ILS insert DH into DH field on PERF APPR page, since DH is a radio altitude.
- Check that LS P/B is illuminated on EIS Ctl panel, and that LOC G/S scales and deviations are displayed on PFD.
- Check ILS IDENT on PFD; if no or wrong ident displayed, check the audio ident. NOTE:
Pressing APPR P/B on FCU, with ILS approach in the FPLN, automatically brings the ILS scales on PFD. - Select Attitude flying reference on FCU, in other words BIRD OFF.
! Intermediate Approach
- If ATC clears for LOC capture only, press LOC P/B on the FCU - If ATC clears for the approach at a great distance (e.g. 30 nm)
* press Appr P/B
* LOC/ G/S modes will arm/engage
* be aware that G/S may be perturbed
* CAT 1 will be displayed on FMA, till a valid R/A signal is received.
- If G/S INTCPT altitude is AT or BELOW 2000 ft AGL, select CONF2 when reaching one dot below G/S.
! Final Approach
- Monitor with ILS deviations on PFD.
- In case of a DOUBLE RECEIVER failure, interrupt the approach (RED LOC/GS flags - ILS scales removed - AP trips off - FD goes to HDG - V/S).
- In case of the ILS GROUND TRANSMITTER failure, AP/FD will remain ON with LOC/GS modes; this is because such a failure is most commonly transient. In such a case, LOC/GS deviation indexes are lost, ILS scales and FD bars flash. If R/A < 200 ft, Red LAND warning is triggered.
- If the failure lasts more than several seconds, or in case of Red LAND warning, interrupt the approach. - Be aware that if for any reason you pull on V/S selector, while LOC/G/S track modes are engaged, HDG
mode will automatically engage as well (this does not occur with FMGC STANDARD L10 and above). - Hence if heading was preset, the AP/FD will turn the A/C towards the preset heading.
- Autoland may be attempted on CAT 1 ILS beam; however this requires proper visual references (at least CAT 1), proper monitoring and immediate take over if anything seems abnormal.
Furthermore this may be done only with the airline permission. NOTE:
B) Glide Slope Interception from above
The problem is actually linked to the following factors : • High speed
• FCU altitude usually set at G/S INTCPT altitude • G/S mode does not intercept from above
- A/C high above G/S: potential AP/FD problem -
In such a case, the reaction of the crew must be rapid to succeed to stabilize the A/C at 1000 ft AGL, VAPP, LDG CONF on G/S.
- In order to get the best rate of descent, select LDG DN early IAS < 220 kts and successive flap configurations reaching VFE next.
- Then, typically, fly CONF FULL - LDG DN - IAS = VFE 2 -5, in descent. This configuration gives you a good
flexibility to recapture glide slope.
- Select V/S - 1500 ft (up to - 2000 f/mn maximum).
- Select FCU altitude ABOVE A/C altitude in order to prevent undue ALT *.
- When getting close to G/S, with G/S mode armed, G/S * will engage - Monitor the capture with raw data (pitch, G/S deviation) .
- When G/S * engages, set FCU altitude to Go Around altitude.
- Resume deceleration and flap configuration extension to reach VAPP, CONF FULL, and be stabilized on G/S by 1000 ft AGL.
A/C high above G/S: recommended G/S capture technique
In case you feel you are too high or you won't make it, do not hesitate to ask for a 360° turn for example, or a Go Around.
NOTE:
If, with high V/S, IAS increases to VFE, the AP/FD will no longer keep the target V/S. The AP/FD will pitch the A/C up to shallow the descent so as to fly at an IAS lower than VFE. This is indicated by V/S boxed amber on the FMA, with the latest FG standard.
Do not extend Landing gear at too high speed (> 220 kts) in order not to overstress the doors, and to minimize the high noise.
C) ILS with raw data (CAT 1 only)
This is very seldom achieved in line; however in certain remote failure cases it may be necessary. In most cases the BIRD is available such as in case of a total FCU failure.
The approach technique is a STABILIZED approach. The following particulars apply :
! Initial Approach
• Set BIRD ON as flying reference
! Intermediate Approach
• Decelerate and reach FAF with CONF FULL - VAPP
• LOC interception: use any available data (LOC deviation index, needles, XTK or FPLN if available)
• Set the ILS CRS as TRK selected target on the FCU once established on the localizer, so as to have it displayed as reference track index on the PFD horizon line, and HDG – TRK scale.
• LOC tracking: fly the BIRD to the TRK index on the horizon when LOC deviation is 0.
! Final Approach
• When ½ dot below G/S, initiate a smooth capture of the G/S by flying the BIRD down to the G/S flight path angle
• Monitor the raw data :
- if LOC index deviates to the side, fly the Bird in the direction of the LOC index, relative the TRK index on the horizon line
- once back on LOC, fly the BIRD back to the TRK index
- if LOC deviates again, this means that there is a slight drift in the IRS TRK, which affects the BIRD; correct the selected TRK as per the determined IRS track drift.
NOTE:
The BIRD is computed out of IRS data. Thus it may be affected by IRS data drift amongst others, TRK. A typical TRK error at the end of a flight is 1° to 2°.
- ILS with raw data: use of FPV -
The BIRD is NOT best adapted to fly GO AROUND. Indeed, the go around is a pitch dynamic maneuver, during
which the bird is lagging behind due to the inertia of the aircraft.
Hence if GO AROUND is initiated, while BIRD is ON the FPD (Flight Path director) comes up automatically. It is then recommended to ask the PNF to set BIRD OFF, in order to fly with the attitude reference and FD bars.
NOTE:
With the latest FCU (and proper pin program), the BIRD and FPD will revert automatically to FD crossbars and BIRD OFF, at Go Around initiation.