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Emphasis must be placed on Minimum Enroute Altitudes (MEA), and safe altitudes near destination airport. Other items, such as special requirements (anti-ice, failure cases), descent strategy or other constraints should be mentioned.
All data entries must be cross-checked by both pilots and any ambiguities resolved.
Prior to commencing the descent, a navigational accuracy check should be carried out.
Throughout the descent, only one "head down " at any time.

06 - COMPLETION STANDARDS
.  
Obtains valid information for the destination airport.

.  
Carries out all items required to prepare the aircraft for the descent and arrival procedure.

.  
Conducts a comprehensive descent and approach briefing as detailed in FCOM 3.03.16 (SOPs) and includes any special requirements.

07 - COMMON ERRORS
.  
Late, and therefore, rushed descent and approach preparation and briefing leading to important items being omitted.

.  
Data entries not checked by both crew members.

.  
Distraction, leading to "two heads down" situations.

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To understand and implement the correct descent entry according to aircraft position and required descent path.

.  
To use all information and symbols available from MCDU and EFIS to properly monitor descent progress.

.  
To use the appropriate method to adjust descent rate as necessary to regain required path.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS DESCENT - PROCEDURES AND TECHNIQUES - 1.02.17  Page 1 
REV 21  MAY 98 

02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
.  
FMGS Freeplay Trainer

DOC references :

.  
QRH 3.05 (Task sharing)

.  
QRH 4.10 (OPS Data)

.  
FCOM 3.03.17 (Standard Procedures)

.  
FCOM 4.02.30 (Flight guidance)

.  
FCOM 4.05.60 (Procedures)

.  
FCOM Bulletin no 09 (Open descent)

.  
FCOM Bulletin no 16 (Mode reversions)

.  
FCOM Bulletin no 41 (VMO/MMO Exceedance)

04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
.  
Techniques for initiating descent.

.  
FMA/AP and A/THR descent modes.

.  
MCDU and EFIS descent information and symbols.

.  
Techniques for adjusting descent rate.

.  
Controlled Flight Into Terrain (CFIT)

.  
GPWS warnings and required reactions.

SECONDARY

.  
Descent planning "rules of thumb"

.  
Engine Anti-ice requirements.

.  
Radar tilt angles.

.  
Level-off techniques.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS DESCENT - PROCEDURES AND TECHNIQUES - 1.02.17  Page 2 
REV 21  MAY 98 

The calculated top of descent point is only valid for the routing entered in the F-PLN page. Ensure that the F-PLN page contains the routing you expect to fly.
MANAGED DESCENT
The normal method of initiating a descent is to select DES mode at the FMGS calculated top of descent point. However, if an early descent is required by ATC, engaging descent mode will give 1000 fpm rate of descent until regaining the computed profile. If descent is delayed, a DECELERATE message appears in amber. To regain the optimum descent profile, a decrease in speed may be permitted towards green dot. Thereafter, managed descent mode is used to "catch up" with the ideal profile, when cleared for descent.
In DES mode, there is a target speed with high and low speed brackets. Speed will vary between these brackets to maintain the airplane on the required descent path. The speed will vary because the actual conditions (wind, temperature, use of anti-ice etc.) will differ from the assumptions made by the FMGS. If the speed decays towards the lower bracket, power will be applied to maintain the programmed path and MACH (SPEED) is annunciated in the FMA. Should the speed rise to the upper bracket, and it is computed that the required profile will not be regained, a white MORE DRAG message is displayed. The PROG page and on the ND, the level symbol should be used to monitor progress in the descent.
　
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