A320 family. There are two approach techniques
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A320 family. There are two approach techniques
‐ The decelerated approach
‐ The early stabilized approach.
- How will be named approach technique, when a/c passes the FAF in CONF 2 or 3? - How will be named approach technique if approach performs via CDFA (Continuous Descent Final Approach)?
‐ The early stabilized approach.
- How will be named approach technique, when a/c passes the FAF in CONF 2 or 3? - How will be named approach technique if approach performs via CDFA (Continuous Descent Final Approach)?
Last edited by StrIA; 12th Aug 2016 at 11:51.
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If you are not stabilised at VAPP at the FAF, then the approach is decelerated.
IMHO, as long as you are at an appropriate speed at the FAF (with F1 selected minimum - F2/F3 may be needed for steeper/tailwind approaches) there isn't an issue.
If the CDFA approach is flown in Final APP, then decelerated approach is fine. If the CDFA is flown using V/S or FPA for the vertical mode, then I would opt for early stabilisation.
IMHO, as long as you are at an appropriate speed at the FAF (with F1 selected minimum - F2/F3 may be needed for steeper/tailwind approaches) there isn't an issue.
If the CDFA approach is flown in Final APP, then decelerated approach is fine. If the CDFA is flown using V/S or FPA for the vertical mode, then I would opt for early stabilisation.
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There is always a FAF. If it's not indicated, it is the Final Descent Point (GS intercept).
if it's not indicated, there is no FAF, there are several procedures built that way. You can check the DOC8168 - ARRIVAL AND APPROACH PROCEDURES - NPA WITHOUT FAF.
Now if we are talking about FAP it's a different story and yes it is the GS intercept.
If terminal chart doesn't contain FAF, it will be decelerated or early stabilized approach?
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Frenglish in FCOM. The FAF in effect refers to the final descent point.
1. Early stabilised = LDG CFIG @ VAPP at final descent point.
2. Decelerated = not Early Stablilised.
1. Early stabilised = LDG CFIG @ VAPP at final descent point.
2. Decelerated = not Early Stablilised.
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StrIA
The particular approach you have depicted which I take it as an ILS can you do a decelerated approach? You have 1313 feet to land from FAP or GS interception. You have to be stabilised by 1000ft. or 3 nm before threshold. That leaves you only 313 ft. or 1.2 nm to configure to Vapp on the GS which is impossible. You have no option but to arrive at GS interception point with Vapp.
The particular approach you have depicted which I take it as an ILS can you do a decelerated approach? You have 1313 feet to land from FAP or GS interception. You have to be stabilised by 1000ft. or 3 nm before threshold. That leaves you only 313 ft. or 1.2 nm to configure to Vapp on the GS which is impossible. You have no option but to arrive at GS interception point with Vapp.
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*Lancer*
ILS approaches do not show FAF. The Maltese cross if it is there is the FAF of the localiser approach. For the ILS approach GS interception point is named Final Approach point. Basically it was named so as to identify the beginning of the ILS approach so you can legally continue to minima even if weather goes below minima.
ILS approaches do not show FAF. The Maltese cross if it is there is the FAF of the localiser approach. For the ILS approach GS interception point is named Final Approach point. Basically it was named so as to identify the beginning of the ILS approach so you can legally continue to minima even if weather goes below minima.
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Hi vilas,
I do not see the correlation between the FAP and the wx deterioration below minima. You can start and continue any kind of approach until the OM/equivalent point/1000 ft AAL regardless of the weather conditions. You need to have the minima by the above mentioned point at the latest to continue down to your minima.
Basically it was named so as to identify the beginning of the ILS approach so you can legally continue to minima even if weather goes below minima.
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sonicbum
Quoted below from Jeppesen The Chart Clinic 21st in a Series:
A number of years ago, the FAA created a definition for the final approach fix on precision approaches. Because FAR Part 121 and 135 operators can continue the approach if the weather goes below minimums and the airplane has passed the final approach fix, it was necessary to define a precision FAF when using the glide slope.
Quoted below from Jeppesen The Chart Clinic 21st in a Series:
A number of years ago, the FAA created a definition for the final approach fix on precision approaches. Because FAR Part 121 and 135 operators can continue the approach if the weather goes below minimums and the airplane has passed the final approach fix, it was necessary to define a precision FAF when using the glide slope.
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Approach ban
sonicbum
Quoted below from Jeppesen The Chart Clinic 21st in a Series:
A number of years ago, the FAA created a definition for the final approach fix on precision approaches. Because FAR Part 121 and 135 operators can continue the approach if the weather goes below minimums and the airplane has passed the final approach fix, it was necessary to define a precision FAF when using the glide slope.
Quoted below from Jeppesen The Chart Clinic 21st in a Series:
A number of years ago, the FAA created a definition for the final approach fix on precision approaches. Because FAR Part 121 and 135 operators can continue the approach if the weather goes below minimums and the airplane has passed the final approach fix, it was necessary to define a precision FAF when using the glide slope.
Vilas = FAA
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Frenglish in FCOM. The FAF in effect refers to the final descent point.
1. Early stabilised = LDG CFIG @ VAPP at final descent point.
2. Decelerated = not Early Stablilised.
1. Early stabilised = LDG CFIG @ VAPP at final descent point.
2. Decelerated = not Early Stablilised.
Only half a speed-brake
P is the FAP (published glide slope intercept), IF the intermedieate fix. D is calculated by the charting provider as a convenient position to start final descent.
In this case, it actually helps and is relevant to the published Airbus guidance.
Which is (for decelerated approach)
- Intercept G/S at S speed and CONF 1, at 2000' AAL set FLAP 2, then gear down then the rest successively. Stable at 1000.
- If the intermediate altitude is at 2000' AAL or lower[*], set flaps 2 at G/S one dot below, and gear down with G/S intercept.
[* = but not below 1500 ft AAL].
StrIA's picture has one solution: intercept final at 5.1 WGD, be fully stabilized at that point already, it is close and low.
Mine offers a different technique: to keep 600 meters from the IF, flying level with S speed and CONF 1, and use the second / short version of Airbus OEM decelerated approach described above - using the "D" position. Of course, you do not really need a chart to do it this way, but it is more comfortable and reassuring with it to crosscheck and more importantly, plan ahead.
In this case, it actually helps and is relevant to the published Airbus guidance.
Which is (for decelerated approach)
- Intercept G/S at S speed and CONF 1, at 2000' AAL set FLAP 2, then gear down then the rest successively. Stable at 1000.
- If the intermediate altitude is at 2000' AAL or lower[*], set flaps 2 at G/S one dot below, and gear down with G/S intercept.
[* = but not below 1500 ft AAL].
StrIA's picture has one solution: intercept final at 5.1 WGD, be fully stabilized at that point already, it is close and low.
Mine offers a different technique: to keep 600 meters from the IF, flying level with S speed and CONF 1, and use the second / short version of Airbus OEM decelerated approach described above - using the "D" position. Of course, you do not really need a chart to do it this way, but it is more comfortable and reassuring with it to crosscheck and more importantly, plan ahead.
