.
ND not used effectively to monitor descent progress.

.
Inappropriate methods used to adjust descent rate (Power used against speedbrake).

.
Vmo/Mmo exceedance due to high cost index descent speed range.

.
Inaccurate descent routing, thereby invalidating descent predictions.

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS DESCENT - PROCEDURES AND TECHNIQUES - 1.02.17  Page 4 
REV 21  MAY 98 

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ILS APPROACH  1.02.18  Page 1 
REV 21  MAY 98 

01 - TRAINING OBJECTIVE
.  To perform an ILS approach safely and accurately in accordance with standard procedures.
02 - SCHEDULE
Briefing duration : 30 minutes
03 - EQUIPMENT
.  
FMGS Freeplay Trainer

DOC references :

.  
QRH 3.06 (Normal procedures)

.  
FCOM 1.22.30 (Flight guidance)

.  
FCOM 3.03.18 (SOP’s)

.  
FCOM 4.02.30 (Flight guidance principles)

.  
FCOM 4.05.70 (ILS approach)

04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
.  
Correct FMGS approach preparation.

.  
Approach phase activation.

.  
Aircraft configuration planning.

.  
Landing gear extension before CONF 2, if deceleration is slow.

.  
Procedure at Decision Altitude.

SECONDARY

.  
Starting of the deceleration sequence according to glide-slope capture altitude (above or below 2000 ft AGL).

A319/A320/A321 FLIGHT CREW TRAINING MANUAL  NORMAL OPERATION BRIEFINGS ILS APPROACH  1.02.18  Page 2 
REV 21  MAY 98 

05 - TRAINEES’ ACTIONS
Correct FMGS preparation prior to descent will ease the workload during the approach phase. Should a runway change or expeditious routing be anticipated then programming the secondary flight plan accordingly will allow changes to be made quickly and easily. It is recommended that the active F-PLN be programmed with the anticipated arrival routing and runway (radar pattern or a particular procedure) and the secondary F-PLN be programmed with an alternative (full procedural pattern or an alternative runway). Program the FMGS with the routing you expect.
Both ILS pb’s should be pressed prior to the intermediate approach phase and all navigation aids should be identified, and displayed as necessary. The use of the ND in nav modes and relevant range scales, with the ILS displayed on the PFD, will aid situational awareness. As always the FMGS position should be checked against raw data.
Two useful guides in descent are 250 kt at 9000 ft AAL 30 nm from touch down and 250 kt at 3000 ft AAL 15 NM from touchdown. From 250 kt in level flight deceleration to S speed with extension of CONF 1 will take approximately 5 nm.
Activation of the approach phase will allow the use of managed speed during the approach. Automatic activation will occur at the deceleration point. If an early deceleration is required then approach phase can be activated on the PERF page. When flying the intermediate approach in selected speed, don’t forget to check that the approach has been activated before resuming managed speed, otherwise target speed will be descent speed. At very light weights the use of managed speed may produce speeds slower than desirable in a radar or procedural pattern in which case the use of selected speed is recommended.
When cleared for the ILS the APPR pushbutton should be pressed and G/S and LOC modes will be armed. Engagement of LOC* and LOC modes should always be monitored carefully by the crew and that the inbound course is correct.
After glide slope capture, set missed approach altitude, and check that a blue go-around procedure is displayed on the ND. If there is no go-around procedure displayed, or an incorrect procedure displayed, the F-PLN may be incorrectly sequenced or the go-around will have to be flown using selected modes. A check of the TO waypoint will indicate that the F-PLN is correctly sequenced.
　
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