The effect of this GS mini function as far as the pilot is concerned is that the IAS target (with managed speed) will vary, sometimes considerably, on approach depending on the actual wind. It is recommended that all normal approaches be flown using managed speed to take advantage of this function. When there are large variations in IAS target the use of A/THR will allow accurate speed control. In certain circumstances the IAS target may be greater than the CONF FULL limiting IAS of 177 kt, in which case it will be necessary to use selected speed so that CONF FULL can be used.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS PERFORMANCE 1.02.33 Page 6
REV 21 MAY 98
05 - TRAINEES’ ACTIONS (END)
ABNORMAL CONFIGURATION
When carrying out an approach in any abnormal configuration it is recommended that selected speed is used. The approach should be flown using the configuration shown on ECAM and with the PERF APPR page CONF FULL prompt pushed. Approaches in abnormal or emergency configuration should be carried out in selected speed.
VAPP = VREF + CONF CORRECTION + WIND CORRECTION
NOTES :
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VREF is VREF FULL from MCDU PERF page or QRH
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CONF CORRECTION is determined from QRH 2.21
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WIND CORRECTION is 1/3 headwind component
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If CONF CORRECTION is 20 kt or greater do not apply WIND CORRECTION
.
If CONF CORRECTION is less than 20 kt then CONF CORRECTION + WIND CORRECTION should be limited to 20 kt.
See QRH 2.22 (Abnormal Procedures) for how to determine approach speed when there are multiple failures.
Remember, use selected speed in abnormal or emergency configurations.
Landing distance increments are necessary because of increased approach speeds, braking malfunctions or unserviceability of some ground spoilers. The increments to be used and how to apply them are detailed in QRH 2.23 and 2.24.
06 - COMPLETION STANDARDS
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Correctly calculates approach speed
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Understands logic of Mini ground speed function
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Correctly applies landing distance increments when required.
07 - COMMON ERRORS
.
Confusion over wind correction
.
Not using selected speed when appropriate
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS PERFORMANCE 1.02.33 Page 7
REV 21 MAY 98
01 - TRAINING OBJECTIVE
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To be aware of circumstances defined as "special operations".
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To locate and use the appropriate documentation.
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To be able to compute Take-off and/or Landing parameters.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
DOC references :
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QRH 4.03 (Ops data)
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FCOM 2.03.10 (Landing Performance)
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FCOM 2.03.20 (Use of autobrake)
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FCOM 2.04.10 (Fluid contaminated runway)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
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Aircraft operational requirement.
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Runway contaminant definitions.
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Use of charts.
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Specific limitations (Crosswind...)
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Special operations for Taxi and Take-off.
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Landing operations.
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Wet runways.
SECONDARY
05 - TRAINEES’ ACTIONS
The information required for operations from contaminated runways is contained in FCOM 2.04.10 (Special Operations - Fluid Contaminated Runway), including definitions of terms used in the fluid contaminated runway performance. When operating from a damp runway there is no performance penalty. The safest policy, if possible, is to delay departure until the runway has been cleared to an acceptable standard. Do not take off on an icy runway. (FCOM 2.04.10 [Special Operations - Definitions])
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