A320/320 Side Step aproaches
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A320/320 Side Step aproaches
Hi there,
I would like to know the proper tech to fly an ILS apch and thereafter, side step to a paralell runway.
If weather conditions are not nice and you need to remain on instruments below 1000 AFE. How can you manage to get out of the LOC/GS mode and untune the ILS frequency?
How can be a FOQA warning or a GPWS mode 5 activation(GS) be avoided?
All of the above considering that is not wise to activate the SEC-FPL (for a visual apch to pararell) at such a low altitudes.
Thanks in advance, any advice will be very welcomed.
I would like to know the proper tech to fly an ILS apch and thereafter, side step to a paralell runway.
If weather conditions are not nice and you need to remain on instruments below 1000 AFE. How can you manage to get out of the LOC/GS mode and untune the ILS frequency?
How can be a FOQA warning or a GPWS mode 5 activation(GS) be avoided?
All of the above considering that is not wise to activate the SEC-FPL (for a visual apch to pararell) at such a low altitudes.
Thanks in advance, any advice will be very welcomed.
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I don't fly the Airbus, but why would the technique be any different from any circling approach: Runway in sight, disconnect autopilot, fly VISUALLY to the runway using PAPI/VASI for GS guidance. You will NOT have time to mess with radio tuning. You most likely will not have time to mess with MCP modes.
I didn't know that FOQA generates any warnings. GPWS Mode 5 should not activate unless the parallel runway is closer than the initial runway, and you "dive for the deck" to get to its GS. You should brief the possibility of a GPWS warning, as well as crosscheck criteria (e.g., PAPI display) that allow you to ignore it.
If you go all the way to sidestep minimums, you may have a hard time stabilizing on centerline by 500' AFE, so you may have to make an aggressive initial lineup maneuver, or go around and get a straight-in approach to the other runway.
I didn't know that FOQA generates any warnings. GPWS Mode 5 should not activate unless the parallel runway is closer than the initial runway, and you "dive for the deck" to get to its GS. You should brief the possibility of a GPWS warning, as well as crosscheck criteria (e.g., PAPI display) that allow you to ignore it.
If you go all the way to sidestep minimums, you may have a hard time stabilizing on centerline by 500' AFE, so you may have to make an aggressive initial lineup maneuver, or go around and get a straight-in approach to the other runway.
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A sidestep is a visual manouevre, so if you are IMC at 1000' you shouldn't be thinking of a self position side step (and chances are even if visual I doubt any airlines stable criteria could be met)
So visual, asked to sidestep, AP off, FD off, bird on, go and land on the other runway. I would prefer the other runway already in secondary if using parallel operations, get the other person to activate secondary to get the missed approach in the box. Check missed approach altitude is the same, set accordingly on FCU. All in all not great to do very close in.
So visual, asked to sidestep, AP off, FD off, bird on, go and land on the other runway. I would prefer the other runway already in secondary if using parallel operations, get the other person to activate secondary to get the missed approach in the box. Check missed approach altitude is the same, set accordingly on FCU. All in all not great to do very close in.
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A side step means you are leaving all the fancy magic behind on the other approach. Bare minimum is AP off, FD off and fly yourself to the new runway. A few things you can do if you are expecting it?
Load the other runway in the secondary without an approach. If you brief the other pilot they can pop it in and this will make sure the GPWS does not get excited. Also if your airline does not state what pages you must have in your MCDU you could have the secondary runway in the prog page for distance so you can calculate your 3:1 descent if you don't have VASI/PAPI or the like.
At the end of the day it is a visual manoeuvre and you shouldn't need anything. Sometimes a side step is pretty simple (LAX 25L to R, SFO 28R to L) other times it is not as easy (MEX 23L to R or to a lesser degree 05R to L) or you may have more space to cover (YVR 26L/R) Other times it gets more fun when it's not a side step but changing runways completely (though this usually happens above 1000 feet, though you may not have time to plug in the next approach).
What do you actually need for a side step? The Mk1 eye ball and the ability to fly the plane.
Load the other runway in the secondary without an approach. If you brief the other pilot they can pop it in and this will make sure the GPWS does not get excited. Also if your airline does not state what pages you must have in your MCDU you could have the secondary runway in the prog page for distance so you can calculate your 3:1 descent if you don't have VASI/PAPI or the like.
At the end of the day it is a visual manoeuvre and you shouldn't need anything. Sometimes a side step is pretty simple (LAX 25L to R, SFO 28R to L) other times it is not as easy (MEX 23L to R or to a lesser degree 05R to L) or you may have more space to cover (YVR 26L/R) Other times it gets more fun when it's not a side step but changing runways completely (though this usually happens above 1000 feet, though you may not have time to plug in the next approach).
What do you actually need for a side step? The Mk1 eye ball and the ability to fly the plane.
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Thanks to everyone for your inputs.
We do all know how to fly an airplane to a paralell runway or perform visual aproaches according Airbus SOP.
It seems that almost everybody agree to activate (as soon as in visual contact) a SEC-FPLN with a visual aproach to the landing runway. I do also agree.
My initial inquiry was looking for a more practical or expeditious way to get rid off the ILS APP mode with actions such as erasing the ILS freq on RAD-NAv page or push to disarm APP on MCP/FCU or both. I don´t know if this would work.
My concerns are about LOC deviation below stabilizing gate and chances of get a GS caution on short final when the LOC/GS index had been removed from the PFD after pushing FD to off, LS to off and bird on.
Be advise that some companies are really strict on stabilizing aproach citeria and any deviation recorded by the FOQA is closely revised. No matter if you are following PAPI or on visual conditions.
My final goal is being able to fly a side step "natural way" but without exciting the FOQA gate keeper.
REGARDS.
We do all know how to fly an airplane to a paralell runway or perform visual aproaches according Airbus SOP.
It seems that almost everybody agree to activate (as soon as in visual contact) a SEC-FPLN with a visual aproach to the landing runway. I do also agree.
My initial inquiry was looking for a more practical or expeditious way to get rid off the ILS APP mode with actions such as erasing the ILS freq on RAD-NAv page or push to disarm APP on MCP/FCU or both. I don´t know if this would work.
My concerns are about LOC deviation below stabilizing gate and chances of get a GS caution on short final when the LOC/GS index had been removed from the PFD after pushing FD to off, LS to off and bird on.
Be advise that some companies are really strict on stabilizing aproach citeria and any deviation recorded by the FOQA is closely revised. No matter if you are following PAPI or on visual conditions.
My final goal is being able to fly a side step "natural way" but without exciting the FOQA gate keeper.
REGARDS.
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alatriste
Your condition for circling approach is erroneous. If you are on instruments at 1000ft. and stabilised you are in a position to continue on the existing runway. Any change at that stage being in IMC should lead to go around. Assuming that you are visual at 1000ft and asked to side step just disarm APP, FDs OFF, select bird and set RW track, turn and align with the RW. ILS frequency is locked below 700ft. If you have already prepared secondary for side step by selecting only that RW you can activate that, otherwise it is too late for head down work.
Your condition for circling approach is erroneous. If you are on instruments at 1000ft. and stabilised you are in a position to continue on the existing runway. Any change at that stage being in IMC should lead to go around. Assuming that you are visual at 1000ft and asked to side step just disarm APP, FDs OFF, select bird and set RW track, turn and align with the RW. ILS frequency is locked below 700ft. If you have already prepared secondary for side step by selecting only that RW you can activate that, otherwise it is too late for head down work.
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Vilas,
So it´s understood that below 700 AGL and in LOC/GS captured mode, switching off APP will not untune ILS frequency and too late to activate secondary.
Above 700 AGL, FD off, APP off and BIRD on will "erase" ILS APP mode on PFD so that a visual can be flown without any nuisance regarding LOC or GS deviation from initail ILS loaded on MCDU.
So it´s understood that below 700 AGL and in LOC/GS captured mode, switching off APP will not untune ILS frequency and too late to activate secondary.
Above 700 AGL, FD off, APP off and BIRD on will "erase" ILS APP mode on PFD so that a visual can be flown without any nuisance regarding LOC or GS deviation from initail ILS loaded on MCDU.
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alatriste
Switching off AP has nothing to do with ILS frequency. AP ON or OFF the frequency is frozen below 700FT. You may activate secondary if the RW is already there. Also you need to switch off LS buttons
Switching off AP has nothing to do with ILS frequency. AP ON or OFF the frequency is frozen below 700FT. You may activate secondary if the RW is already there. Also you need to switch off LS buttons
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It would be wise to confirm the missed approach instructions with atc before activating any SEC plan as they may well be expecting you to fly the published from the instrument approach you initially performed prior to accepting a visual side step.
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I suppose different SOPs at different places. For us we are using 500 feet or 100 above which ever is higher. With that in mind, you can brief things if they are out of the norm. A good example is the expressway visual into LGA. If bank angle is part of your stable criteria it would be pretty hard to be stable on that approach, unless you're in a helicopter I suppose.
I personally always brief a side step if runway set up would make it feasible. I was flying with a guy when after briefing the side step he mentioned, he's never seen it at that airport. As it turns out the plane before us hit a bird on landing and we did side step from fairly low alt (no time to plug anything into the computer), no drama!
Some companies like guys using all the magic available, my company encourages us to manually fly when it's appropriate, and use the magic when it is a benefit.
I personally always brief a side step if runway set up would make it feasible. I was flying with a guy when after briefing the side step he mentioned, he's never seen it at that airport. As it turns out the plane before us hit a bird on landing and we did side step from fairly low alt (no time to plug anything into the computer), no drama!
Some companies like guys using all the magic available, my company encourages us to manually fly when it's appropriate, and use the magic when it is a benefit.
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Vilas,
You said AP( autopilot ) ON or OFF doesnot make any diference on ILS below 700 AGL. That is quite obvious. I guess you meant APP (aproach button on MCP) didn´t you?
So, to sumarize below 700 AGL even with AP OFF, FD off, APP off, LSs off the ILS freq will be frozen and the ONLY way to erase ILS is to activate the SEC-FPLN for visual apch to the adjacent RWY.
Thanks for your sharing.
You said AP( autopilot ) ON or OFF doesnot make any diference on ILS below 700 AGL. That is quite obvious. I guess you meant APP (aproach button on MCP) didn´t you?
So, to sumarize below 700 AGL even with AP OFF, FD off, APP off, LSs off the ILS freq will be frozen and the ONLY way to erase ILS is to activate the SEC-FPLN for visual apch to the adjacent RWY.
Thanks for your sharing.
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My personal policy is no sidestep below 1,000 AGL, and no sidestep at all, if we didn't brief it, so that we're both on the same page with respect to a sidestep. I'm paid by the minute, I have no problem going around and getting re-sequenced.
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1) Do not disengage the automatics (AP/FD/ATHR).
2) activate SEC FPLN (if it is already programmed with new RWY), otherwise change RWY in the primary FPLN (recommended).
3) aircraft will automatically turn towards and intercept the new LOC and it will pitch UP/DN to maintain the new GS.
4) FMA will keep showing GS & LOC.
5) GPWS will not activate as the new GS is close the old GS.
I found the aircraft (320/A330/A340) does it much better if it is taken by HDG then rearming APPR (follow new GS by controlling VS until fully established). Thanks
2) activate SEC FPLN (if it is already programmed with new RWY), otherwise change RWY in the primary FPLN (recommended).
3) aircraft will automatically turn towards and intercept the new LOC and it will pitch UP/DN to maintain the new GS.
4) FMA will keep showing GS & LOC.
5) GPWS will not activate as the new GS is close the old GS.
I found the aircraft (320/A330/A340) does it much better if it is taken by HDG then rearming APPR (follow new GS by controlling VS until fully established). Thanks
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FTFA… My guess it's what we all got into this thing for… Fly the 
airplane.
Back on topic.. I would not be using the automation to side step from close in for a few reasons. The airbus can be fairly aggressive in intercepting the loc or g/s (especially closer in) and you as the pilot can (well should) be able to do it much smoother, even leaving the FDs on re arming the approach if you "need" the magic. My technique personally is to simply do it with the Mk I eye ball but some guys like using the magic (to each their own).
airplane. Back on topic.. I would not be using the automation to side step from close in for a few reasons. The airbus can be fairly aggressive in intercepting the loc or g/s (especially closer in) and you as the pilot can (well should) be able to do it much smoother, even leaving the FDs on re arming the approach if you "need" the magic. My technique personally is to simply do it with the Mk I eye ball but some guys like using the magic (to each their own).
