Approaches Flashcards
If temp is below 0 or minima indicated on RNP plate then the ….. minima must be used.
LNAV (do not forget to correct for temp).
Flown in FPA (selected vertical guidance).
Temp correction to be applied to MDA, alt constraints and crossing alts.
50ft to be added as will have to be flown as 2D approach.
If when flying Fully Managed RNP approach Final APP does not engage
Approach must be discontinued unless required visual references have been obtained and can be maintained.
RNP approach must be discontinued if
GPS PRIMARY lost on both NDs
NAV ACCUR DOWNGRAD on both FMGS
XTRK > 0.3nm
Vertical deviation >75ft below vertical path
NAV FM/GPS position disagree on ECAM
2D RNAV approaches
Must be flown in TRK/FPA
LNAV minima +50ft is to be used.
NAV is pressed when cleared for the approach and TRK should be green with NAV blue on the FMA until NAV captures and becomes green on the FMA.
Approach not to be armed for these approaches.
Select V/S 1 mile to TOD
Pull at 0.3 to TOD
Call out alts on the way down.
XTK deviation on RNP approach
0.5nm (1nm accuracy) for approach up to FAF and after GA point.
0.15nm for (0.3nm accuracy) from FAF to Go around point.
Outer marker call
Outer marker Xft and DA/MDA Yft
Alert height A330
200ft Radio
Additional low vis approach call-out
200ft radio
Flare/no flare (@40-30ft)
Rollout
Cat II/III approach wind limits
HW 35kts
XW 20kts (15kts USA)
TW 10kts
Brake action (good)
Previous Turb and precipitation limits removed.
Stabilised approach criteria.
Minimum height for this criteria is 1000ft above aerodrome level.
Aircraft fully configured with speed brakes retracted.
Bank angle <7 degrees
Thrust setting stabilised and sensible above idle.
ROD > 1000ft per min typically. Can be amended by 150ft per min per .5 of a degree.
LOC or G/S deviation less than 1 dot
VOR CRS < 1/2 dot or ADF < 5 degrees
Pitch Attitude lower than 0 degrees
Speed deviation from VAPP (or as modified by GS mini) +10/-5kts VAPP
Note: The approach may be continued beyond 1000ft AAL to 500ft provided aircraft is fully configured and speed is in the band of VLS to VLS plus 30 or as amended by ground speed mini.
Stabilised call at 1000ft
PM: stabilised
PF:Checked
PM: Not stabilised
PF: Go Around
PM: Speed
PF: correcting speed continue to 500ft or go around.
Note stabilised call needs to be made at 500ft if not made at 1000ft point on account of speed.
Protected localiser area
ICAO
17NM 35degrees
25NM 10 degrees
USA
10nm 35 degrees
18nm 10 degrees
Glideslope protected area
Glideslope usually protected to a distance of 10nm
Required RVRs Europe and USA.
Cat 1: 550m/TO min/TO min
Cat 2 man: 300m/125m/125m
Cat 2 auto 300m/75m/75m
Cat 3 DH 200m/75m/75m
Cat 3 No DH 75m/75m/75m
Note lido plates need to be checked to make sure limitations on the plates aren’t more limiting.
USA:
Cat 1 1800ft/TOMin/TOMin
Cat 2 Man 1000ft/600ft/400ft
Cat 2 Auto 1000ft/600ft/300ft
Cat 3 DH 700ft/400ft/300ft
Cat 3 No DH 300ft/300ft/300ft
For USA the mid point RVR is not needed but if there is no roll out RVR minimum is 1400ft.
On landing if systems not operating calls are
No Spoilers
No Rev Eng #1 or Eng#2 or No Rev
No Decel
Discontinued approach can be carried out above GA altitude, otherwise call G/A
“Cancel approach”
Approach push button to be pressed
Vertical mode reverts to heading vertical speed.
Low Vis Take off minima
Europe.
125m/125m/125m
Or 6 lights with 15m spacing
No need to take more limiting of AOI and CCI
USA does not allow Pilot assessment where RVR is limiting.
500ft (150m) is the Aer lingus approved minimum.
AOI needs to be consulted in all cases.
CAT 1 required visual references
Any part of the approach lighting system recognisable and identifiable.
Cat II required visual references at DH
A segment of 3 consecutive lights with a lateral element.
CL lights, Central APP lights, TDZ lights, edge lights or a combination of these.
Cat III A (single) DH (fail passive landing system) required landing visual references
Denoted by Cat III single on PFD
A segment of 3 consecutive lights.
CL lights, Central APP lights, TDZ lights, edge lights or a combination of these.
Cat III B DH (fail operational landing system) required landing visual references
Denoted by Cat III dual on PFD. At least one centre line light identifiable and recognisable
Cat III B no DH landing required landing visual references.
None
Autoland warning light comes on if
Aircraft goes too far off the beam
Both G/S or Loc transmitters fail above 200ft
Difference between rad alts is greater than 15ft
Both auto pilots fail
Aircraft senses a long flare.
If altitude requires correction on RNAV approach call is
“50ft High/Low” (1/2 scale)
“75ft Go Around” (3/4 scale)
Can Continue approach if sufficient visual references exist.
Transient deviations in excess of 75ft are allowed in conjunction with configuration changes.
When going around from an RNAV approach
Important to make sure NAV mode is engaged.
Circling Approach
Set up secondary so that secondary approach is the landing runway and primary is onto the approach runway.
MDA plus 50ft into approach runway.
Fly approach in TRK FPA
Fly initial approach gear down flap 3.
At 100ft above MDA +50 push alt to level off.
If no visual reference Go Around
Pull Track as required fly 45 degrees off for 30 seconds.
Start timer abeam threshold.
Activate secondary
Remain in circling area at all times.
When landing cat 2 with one thrust reverser inoperative
One thrust reverser is allowed provided only idle is selected.
Additional calls on Cat III No DH approaches
“200ft Radio”
“Flare” happens at around 40ft
“Rollout”
Additional calls on Cat III approaches
“200ft Radio” (No DH approaches only)
“Flare” happens at around 40ft
“Rollout”
Flap 3 is recommended for
Runways over 2500m in length and if windshear conditions are prevailing.
Minimum auto pilot disconnect height
Cat II/III displayed on PFD 80ft for manual land
Cat I displayed on PFD 160ft
Approaches using V/S or FPA mode 250ft
Approaches using Final APP guidance
250ft RA or MAP, whichever comes first.
Circling 500ft
Conditions for managed approach
GPS Primary, NAV accuracy high
Or
Nav accuracy low and Nav accuracy check <1nm
If Nav accuracy low and error >1nm TRK/FPA and selected guidance are required for approach.
When FAF is to waypoint from way point must not be cleared
Temp >0 degrees
MCDU not altered by crew.
Conditions for managed approach
GPS Primary, NAV accuracy high
Or
Nav accuracy low and Nav accuracy check <1nm
If Nav accuracy low and error >1nm TRK/FPA and selected guidance are required for approach.
When FAF is to waypoint from way point must not be cleared
Temp >0 degrees
MCDU not altered by crew.
Fail passive and fail operational
Fail passive: in the event of failure the aircraft will not significantly deviate from the flight path or attitude. A go around may be required. Landing completed manually.
Fail operational: Aircraft can use remaining systems to flare touchdown and approach safely. Landing completed automatically.
In non precision approach where missed approach altitude is lower than platform altitude.
Select missed approach altitude when aircraft has descended through it on final approach.
Fail operational and fail passive are displayed as
Cat III dual (fail operational) one CL light required visually unless auto land.
Cat III single (fail passive) three consecutive lights visual
Baulked landing procedure
Apply TOGA thrust whilst simultaneously maintaining aircraft approach attitude.
Do not reconfigure the aircraft
When sufficient altitude is exists use standard go around technique.
In the event of a bounced landing maintain pitch. If a low bounce land if high bounce go around. (Do not increase pitch unless climb and runway clearance is assured.
IF reverse is selected then a landing MUST be performed!
If the Pitch attitude exceeds 7.5 degrees
PM will announce “Pitch”
If high crosswinds and a/c is skidding on a runway during landing and rudder input cannot correct
Consider cancelling reverse to increase rudder effectiveness.
Decel light indicates
Deceleration is 80% of the selected rate.
If TOGA not required in GA procedure
Momentarily select TOGA when below GA alt then back to CL detent.
If GA required above the FCU alt
“Cancel approach”
Press APP push button
Select lateral mode E.g heading or NaV
Select required vertical mode E.g vertical speed and level off
Select speed and adjust.
If flight plan deletes destination
Perform a lateral revision at the last waypoint and insert destination airfield.
If GA required above the FCU alt
“Cancel approach”
Press APP push button
Select lateral mode E.g heading or NaV
Select required vertical mode E.g vertical speed and level off
Select speed and adjust.
If flight plan deletes destination
Perform a lateral revision at the last waypoint and insert destination airfield.
Go around calls
PF: Go around……. Flap
PM: Flap…. Flap, blue. 4to 3, 3 to 2
PF: Read FMA
PM: Positive climb
PF: Gear up
For U.S.A LV Ops
Mid point RVR is not needed but if there is no roll out RVR vis must be at least 1400ft RVR.
AP must be used for touch down if TDZ RVR limiting.
Standby altimeter setting.
CAT I: DA
NPA using NAV (TRK)/FPA MDA +50ft
CAT II/III MFRA
Equipment Requirements for an RNAV approach
1FMGC
1MCDU
1GPS
1PFD (PF side)
1FD
2 FCU channels
2 NDs
2 IRS
Cannot commence RNAV approach if
No blue down arrow
Too steep path displayed (must be vertically selected)
MCDU FPA is more than 0.1 degree of that published
Final approach course is more than 3 degrees different
Nav accuracy is low and worse than 0.3
When do you need an alternate:
Any flight time greater than 6 hours
If under 6 hours no alternate needed (4 hours to destination if in flight replanning) if +/- 1 hour ETA:
1.Two separate, usable runways at destination.
2. Greater of: Ceiling is at 2000ft (600m) or the circling height 500ft (150m)
3. Ground visibility is 5km + (3miles)
This is known as the 3/2/1 rule.
If no destination alternate needed then alternate fuel needs to be minimum of 15 mins of holding fuel at 1500ft above destination.
When Planning for a CAT II approach
Consider:
Defects
Is Aircraft Certified
Is the approach approved in the back of the briefing packs
Alternate planning minima
Ensure lighting facilities are all available at the aerodrome. CCI AFC and AOI useful
Low vis operations are Defined as
Operations where the RV is below 550m and the DA below 200ft.
To check the effect of failed or downgraded airfield equipment on LVP approaches
Check EASA table 7 found in LIDO 1.5.8.16.2 or PArt A 8.4.7.4
Low Vis ops flight planning.
Check aircraft is able to do approach.
Check NOTAMS
Check Take off aleternate and arrival alternate sufficient. Remember Alternate minima.
Check LVP approaches are approved in back of flight plan.
Check EASA table 7 if there is any downgraded equipment
Refer to AOI and CCI to check minima.
Check return landing and take off perf.
Check defects have no effect on Cat 2 operations.
On the flight deck before conducting LVPs
Check the Techlog for any defects. Consider implications.
Check Cat II/III status of aircraft on Techlog
Consider if a low vis approach needed for a return… take off alternate??
Check FAA and Canadian minima cards on flight deck.
Check regional procedures and applicable approvals e.g Canadian Foreign air operators certificate.
For practice Cat II/III autolands
ATC must be advised.
The runway must be Cat II/III
Weather must be ceiling 500ft Vis 1000ft or greater.
On a LV approach action to be completed before 1000ft.
ECAM actions
RVR check
DH/DA amendment if required.
Required equipment check
Updated briefing.
NB if single chime below 1000ft Go around.
Where plate says GNSS required
In the event of a GPS failure on the departure or arrival then you need to inform ATC that you are unable GNSS.
RNAV vs RNP
Same thing for us practically, but RNP provides alerting and monitoring functions.
If we lose vertical guidance above 1000ft
We can continue to LNAV minima
RNAV approaches: We can go directly to an IF but
We must be established on the final approach track 2Nm before FAF.
On RNP approaches in relation to the approach points
We cannot modify these. Only exception is changing an altitude to aid descent profile to one above the MSA and within constraints of the arrival.
RF (Radius to Fix) operations
Can be used with RNP1 and RNP Approach intermediate and missed approach segments.
RF (Radius to Fix) operations
Can be used with RNP1 and RNP Approach intermediate and missed approach segments.
