Standard Operating Procedures - PRO-NOR-SOP-18- Approach Flashcards
135- What’s the Difference between RNAV (GNSS) and RNAV (RNP) Approaches?
PRO-NOR-SOP-18-A P1
Chap (8.3.1.2) & (8.3.6.1)
- RNAV (GNSS) also known as “RNP APCH Operations”
KA Approved
Use LNAV/VNAV or LNAV Minimum
- RNAV (RNP) also known as “RNP AR APCH Ops”
for which Authorization is Required (AR)
NOT Yet Authorised by KA
Refer to:
Flight Procedures
(Approach)
(Instrument Approach Procedures) 8.3.6.1.
136- For what Kind of Approaches “FINAL APP Mode” is Recommended?
PRO-NOR-SOP-18-A P1
- RNAV(GNSS) with LNAV/VNAV & LNAV Minima Only
- VOR / VOR-DME
- NDB / NDB-DME.
137- For what Kind of Approaches “NAV FPA” is NOT Authorized?
PRO-NOR-SOP-18-A P1
- RNAV(GNSS) with LNAV/VNAV minima
138- For what Kind of Approaches “TRK FPA” is NOT Authorized?
PRO-NOR-SOP-18-A P1
- RNAV(GNSS) with LNAV/VNAV minima
- RNAV(GNSS) with LNAV minima
139- Which Flying Reference should be
used with:
A/P ON or A/P OFF?
PRO-NOR-SOP-18-A P2
- With Auto Pilot ON:
* Vertically Managed: HDG-V/S with the FD Crossbars
* Vertically Selected: TRK-FPA with FPD (Bird)
- With Auto Pilot OFF:
* Use HDG-V/S or TRK-FPA as Preferred.
140- What are the General Stabilisation Criteria?
PRO-NOR-SOP-18-A P2
To be on the Final Descent Path at VAPP in the Landing Configuration by:
- 1000 Ft Above Airfield Elevation for a Std APP
- 500 Ft Above Airfield Elevation for:
* a Visual Circuit
* a Circling Approach.
141- What are the Stabilisation Criteria In case of an ATC Speed requirement?
PRO-NOR-SOP-18-A P3
The A/C Speed must be Reducing Toward VAPP by:
- 1000 Ft AAL.
142- What are the Stabilisation Criteria In case of Predicted Tailwind at Landing?
PRO-NOR-SOP-18-A P3
If the Predicted Tailwind > 10 Kt:
- Decelerated Approach is NOT Permitted
- The Aircraft Speed should be Stabilized at:
* Around VREF + 5 Kt in Final.
143- What is the Standard APP Flying Technique?
PRO-NOR-SOP-18-A P3
Decelerated APP with FD or AP/FD Guidance.
144- When will it be useful to Reduce to VAPP Speed, Fully Configured, at the Final Descent Point (Non-Decelerated APP / Early Stabilisation)
What will be the proper technic?
PRO-NOR-SOP-18-A P3
- It can be used for APP With:
* Selected Guidance
* High Glide Path Angle
* Low Altitude Intermediate App., etc…
- For that the VAPP should be Set as a Speed
Constraint at the Final Descent Point (or FAF).
145- When a Discontinued APP procedure can be carried out?
PRO-NOR-SOP-18-A P4
If At or Above the FCU altitude:
- Discontinued APP Technic or G/A is Acceptable
If Below the FCU altitude:
- A G/A is Mandatory.
146- How to perform a Discontinued APP procedure?
PRO-NOR-SOP-18-A P4
If At or Above the FCU altitude:
- Announce “CANCEL APPROACH”
- Disarm any AP/FD APP Mode by APPR Pb or LOC Pb
- Select NAV or HDG
- Select Level Off or Adjust V/S
- Select SPEED
Keep in Mind:
- With the Above the FPL will Disappear when Passing
the Threshold
- Another way is to Move the THR Levers to TOGA
and Quickly Come Back to the CLB Detent
* This will Keep the Return FPL
* You will Need to Act Quickly on the “V/S Push” to
Cancel the G/A Pitch if required.
147- For Approach what is the proper ND Config. if Nav Accuracy is Low?
PRO-NOR-SOP-18-B P3
At Least One ND Must be in ROSE ILS or VOR
depending on the Approach in Use.
148- When FLAPS 1 should be Selected for APP?
PRO-NOR-SOP-18-B P3
- Before 3 NM of the Final Descent Point
- For Decelerate Approaches ≥ 2 500 Ft AGL at “S” Speed.
149- For ILS Approaches if the Aircraft Intercepts the Flight Path Below 2500 Ft AGL when Flaps 2 shall be Selected?
PRO-NOR-SOP-18-B P4
- Normally Flaps 2 is Selected at 2500 Ft
- In this case Select FLAPS 2 at 1 Dot Below the Flight Path.
150- Below “S” Speed if the Speed is Higher than “F” Speed and the Aircraft does Not Decelerate,
What will be the Recommended Action and Why?
PRO-NOR-SOP-18-B P5
- Extend the L/D Gear in order to Slow Down the Aircraft
- The Use of Speed Brakes is NOT Recommended …
- When the Speed Brakes are Deployed, with FLAPS
selected Beyond FLAPS 1:
* It may Induce a Slight Roll Movement until Disturbed
by a Control Input or by an Atmospheric Disturbance.
151- Should the ECAM Screens be U/S, how can we Confirm that the Gear is Down?
Check for 3 Green Indications on:
- The Landing Gear Indicator Panel.
152- With the Gear Down when is it Recommended to use the WING ANTI ICE?
Only in Severe Icing Conditions
153- Should the Speed Break be Selected during App. When shall they be Retracted No Matter What?
PRO-NOR-SOP-18-B P5
On A320:
- Retract the Speed Brakes Before selecting FLAPS FULL
On A321:
- Retract the Speed Brakes Before selecting FLAPS 3
* This will Prevent a Pitch Down when the Speed Brakes
Automatically Retract.
154- What the ICAO Envelope for a Normal Capture of the G/S?
PRO-NOR-SOP-18-C P1
This Envelope is Within:
- 10 NM and ±8 ° of Glide Path
- 1.75 θ to - 0.3 θ
(θ = Nominal Glide Path Angle).
155- What to do if a Spurious G/S* Engagement Occur due to a Wrong G/S Deviation Signal?
PRO-NOR-SOP-18-C P1
- Immediately Disconnect the AP, to Re-Establish a
Normal Attitude
- Disengage APPR Mode
- Arm/Rearm APPR (ILS) Mode within the Normal
Capture Zone.
156- What is the Altitude at which the FMA Change Mode for an ILS Approach?
PRO-NOR-SOP-18-C P1
- Above 5 000 Ft AGL, the FMA displays CAT 1
- Below 5 000 Ft AGL, the FMA displays the Correct
Approach Capability for the Intended Approach.
157- What are the Actions Required for Glide Interception from Above?
PRO-NOR-SOP-18-C P2
- APPR Pb on FCU — ARM / CHECK ARMED
- FLAPs & L/D Gear ASAP
- LOC* on the PFD
- FCU Altitude — SET ABOVE A/C ALTITUDE
- V/S Mode — SELECT.
