Before reaching the FAF (or the Final Descent Point, if different):
.  
Align the aircraft (within 5 degree) with the final approach course;

.  
Select the landing gear down;

.  
Arm the ground spoilers;

.  
Set landing flaps;

.  
Set and establish the final approach speed;

.  
Set the GA altitude (if the GA altitude is the same as the FAF crossing altitude, set the GA altitude only after initiating the final descent);

.  
Perform the LANDING checklist;

.  
If use of FMS vertical navigation is not authorized beyond the FAF, deselect the FMS vertical navigation mode by selecting the altitude hold or the vertical speed mode, as required;

.  
If V/S mode will be used after the FAF, set the published or computed vertical speed and course; and/or,

.  
If flight path vector (FPV, as available) will be used after the FAF set the published or computed flight path angle (FPA) and track.

Flying Constant-Angle Non-Precision Approaches
Page 6

AIRBUS INDUSTRIE
    Flight Operations Support

Approaching the FAF or the Final Descent Fix (FDF)
Typically 0.3 nm to 0.2 nm before reaching the FAF / FDF (i.e., to begin the descent at the FAF / FDF, on an accurate profile):
.  
Engage the V/S mode and check V/S mode engagement on FMA;

.  
Set the published (or computed) vertical speed, as a function of the ground speed;

.  
Select FPV (as applicable);

.  
Start timing (as required); and,

.  
Crosscheck and announce the next fix (or DME distance, as applicable) and crossing altitude.

During the descent towards the MDA(H):
.  Monitor the vertical speed, flight path vector (as available), course, distances, altitudes and call out the published vertical profile at each safety altitude / distance check:
.  Check and announce the altitude deviation from charted crossing altitude;
.  Adjust the vertical speed, as required; and,
.  Call out the next fix (or DME distance) and the associated crossing altitude.

.  Set or confirm the go-around altitude on FCU.
At MDA(H) + 1/10 rate of descent (i.e., MDA(H) + 50 to 100 ft) :
.  If the approach has not been surveyed and/or if the operational authorities do not accept the MDA(H) as a DA(H), anticipate the go-around decision to prevent undershooting the MDA (H).
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction

At MDA(H) / reaching the VDP :
.  
If adequate visual references are acquired :

.  Disconnect the AP and continue the approach visually (the autothrottle/autothrust should remain engaged in speed mode down to the retard point, as applicable).

.  
If adequate visual references are not acquired :

.  Initiate a go-around; and,
.  Overfly the MAP to ensure adequate obstacle clearance and fly the published missed-approach procedure (or follow ATC instructions).
　
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