Mongo
Phew! Finally I got it. It's very long one.
REASON FOR ISSUE
During the approach, with the A/THR active, Airbus recommended to set the thrust levers above the CL detent (but below the MCT detent), in exceptional circumstances, if the speed significantly dropped below VAPP. However this procedure is not trained and proved to have more drawbacks than advantages. Therefore, Airbus no longer recommends to use this procedure. The procedure is deleted from the operational documentation.
If the A/THR performance is not satisfactory, the flight crew should take over, and control the thrust manually.
GENERAL
The purpose of this FCOM Bulletin is to highlight certain aspects of aircraft handling during final approach, and to illustrate that the feedback received from in-service experience merits further attention. Although approach in turbulence is part of this discussion, windshear in approach is not addressed
here. For more details on the subjects of "Windshear in Approach" and "Operations in Windshear or Downburst Conditions", Refer to PRO-SUP-91-20.
APPROACH STABILIZATION CRITERIA
The prerequisite for a successful final approach and landing is to stabilize the aircraft on the final approach trajectory in pitch, thrust, airspeed, and bank angle. This signifies that the:
‐ Aircraft is established on the:
• Final approach trajectory, and only minor heading corrections are necessary (except for indirect or curve approaches) to correct the effect of external conditions, acting on the roll axis
• Final approach vertical flight path, and only minor pitch corrections are necessary to correct the effect of external conditions;
‐ The target speed is maintained on the desired descent path, with the appropriate thrust (not stabilized at idle).
Airbus policy requires that stabilized conditions be reached at 1 000 ft Height Above Threshold in IMC, and 500 ft feet in VMC, and that they be kept down to the flare height.
In turbulent conditions, there may be heading, pitch, and thrust corrections of such a magnitude that it could be difficult to determine when to consider the approach stabilization criteria as being lost. Thrust corrections, in particular with the A/THR ON, could lead engines to temporarily reduce thrust to idle, which may not be desirable close to the ground, if the aircraft level of energy is low.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
FLIGHT CREW BULLETINS
AIRCRAFT HANDLING IN FINAL APPROACH
AXM A318/