A320 approaches.
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A320 approaches.
Hi all.
Just need some clarification with these approaches and methods on the airbus.
ILS - Fully managed where upon arming the approach PB, the a/c flys itself to the minimums.
Does it even make sense to do a selected ILS approach?
If yes, how exactly would that work? Changing heading knobs to intercept the localizer, and then arming the GS?
NON precision Localizer only approaches.
Semi managed (I believe is what it is called)
Here you ARM the LOC PB to intercept the localizer, and pull the V/S FPA according to your glide path angle all the way to minimums.
VOR approaches can be either fully managed, semi managed(not sure how this works, if anyone can please explain?), or selected - where you again intercept the VOR with heading knobs, and pull the V/S FPA to descend to minimums.
Please correct me if i've said anything wrong.
Just need some clarification with these approaches and methods on the airbus.
ILS - Fully managed where upon arming the approach PB, the a/c flys itself to the minimums.
Does it even make sense to do a selected ILS approach?
If yes, how exactly would that work? Changing heading knobs to intercept the localizer, and then arming the GS?
NON precision Localizer only approaches.
Semi managed (I believe is what it is called)
Here you ARM the LOC PB to intercept the localizer, and pull the V/S FPA according to your glide path angle all the way to minimums.
VOR approaches can be either fully managed, semi managed(not sure how this works, if anyone can please explain?), or selected - where you again intercept the VOR with heading knobs, and pull the V/S FPA to descend to minimums.
Please correct me if i've said anything wrong.
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The biggest source of confusion here is the terminology used by Airbus... Basicaly, "managed" means that navigation is done by the FMGC to keep the aircraft on a pre-programmed trajectory, while "selected" means that the pilot manually secects the desired heading/track and VS/FPA.
ILS approach is considered "managed", because the autopilot is actively tracking the Localizer and Glideslope. I suppose one could do an ILS approach "selected" - ie. using hdg/trk mode to follow the localizer and VS/FPA to follow glide slope, but there's no point in doing so, as it's a bit of a hassle. Either the APP mode is working, or you disconnect the autopilot and fly manually - it's much simpler.
LOC mode is oficially deemed "laterally managed, vertically selected", ie. the a/c follows the localizer automatically, while the pilot has to select the requred FPA to maintain descent path - as there is no glide slope (or it's not valid), the autopilot has nothing to "manage" vertically
VOR/NDB approaches can be flown fully "managed", ie. the autopilot is maintaining the aircraft on approach course and descent path using inputs from FMS and Baro Altimiter. This kind of guidance is, however, subject to several restrictions (waypoint coding, low temperature, single engine etc.). When "managed" is not allowed, one can do a "selected" approach, ie. use hdg/trk and vs/fpa to maintain the a/c on the radial and descend. Again, I have seen people doing VOR app managed/selected, ie. NAV mode for lateral navigation and FPA for vertical navigation, but it is not a SOP.
ILS approach is considered "managed", because the autopilot is actively tracking the Localizer and Glideslope. I suppose one could do an ILS approach "selected" - ie. using hdg/trk mode to follow the localizer and VS/FPA to follow glide slope, but there's no point in doing so, as it's a bit of a hassle. Either the APP mode is working, or you disconnect the autopilot and fly manually - it's much simpler.
LOC mode is oficially deemed "laterally managed, vertically selected", ie. the a/c follows the localizer automatically, while the pilot has to select the requred FPA to maintain descent path - as there is no glide slope (or it's not valid), the autopilot has nothing to "manage" vertically
VOR/NDB approaches can be flown fully "managed", ie. the autopilot is maintaining the aircraft on approach course and descent path using inputs from FMS and Baro Altimiter. This kind of guidance is, however, subject to several restrictions (waypoint coding, low temperature, single engine etc.). When "managed" is not allowed, one can do a "selected" approach, ie. use hdg/trk and vs/fpa to maintain the a/c on the radial and descend. Again, I have seen people doing VOR app managed/selected, ie. NAV mode for lateral navigation and FPA for vertical navigation, but it is not a SOP.
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LOC only approaches: Press LOC p/b to arm LOC mode and monitor LOC*. On final, coming to FAF, select FPA and monitor with LOC deviation index, DME/ALT or time, yoyo.
VOR: You can have fully managed or fully selected (aka selected-selected). "Semi-selected" means lateral managed and vertical selected. You can't have lateral selected and vertical managed - the A/P kicks you out. With selected-selected, fly it laterally like any VOR but try to select a descent point where you will descend smoothly and continuously without level-outs to minimise power changes (practice required !) and arrive at the FAF configured and stabilised.
I've never heard the term "Selected ILS" ... sounds more like a LOC-only approach.
VOR: You can have fully managed or fully selected (aka selected-selected). "Semi-selected" means lateral managed and vertical selected. You can't have lateral selected and vertical managed - the A/P kicks you out. With selected-selected, fly it laterally like any VOR but try to select a descent point where you will descend smoothly and continuously without level-outs to minimise power changes (practice required !) and arrive at the FAF configured and stabilised.
I've never heard the term "Selected ILS" ... sounds more like a LOC-only approach.
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ILS approaches are "coupled" lateraly and vertically to AP/FD (LOC/GS)
LOC approaches are "coupled" lateraly,"selected" verticaly to AP/FD (LOC/FPA)
VOR(RNAV)approaches are "managed" or "managed/selected" (FINALPP)or (NAV/FPA)
LOC approaches are "coupled" lateraly,"selected" verticaly to AP/FD (LOC/FPA)
VOR(RNAV)approaches are "managed" or "managed/selected" (FINALPP)or (NAV/FPA)
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A couple more clarifications.
LOC approach : Set FPA according to the G/S angle stated on Jepps - usually it's 3 degrees. To anticipate, pull it say 0.2nm before the descent DME on the Jepp chart. Time is used for certain plates - if so, cover it in your descent briefing.
VOR : In a selected-selected approach (not usual for airline SOPs, maybe sim training only), tune yourself into the VOR and the ND will give you left/right indications (nothing to do with LOC). If there is a reversal, tune both outbound and inbound radials. Just as you would in a Cessna.
LOC approach : Set FPA according to the G/S angle stated on Jepps - usually it's 3 degrees. To anticipate, pull it say 0.2nm before the descent DME on the Jepp chart. Time is used for certain plates - if so, cover it in your descent briefing.
VOR : In a selected-selected approach (not usual for airline SOPs, maybe sim training only), tune yourself into the VOR and the ND will give you left/right indications (nothing to do with LOC). If there is a reversal, tune both outbound and inbound radials. Just as you would in a Cessna.
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Stuck in an ATR, some of the information is not quite correct.
ILS and LOC/DME approaches are not managed.
Managed modes on the Airbus are related to climbs, descents and approaches.
As has been touched on here, a managed approach is one that is flown using the the data in the FMGC. This data or coding, allows the aircraft to be flown along a lateral and vertical profile which should represent the profile of the approach plate of a non precision approach, taking into consideration the altitude and speed constraints. When the aircraft is flown in this manner the flight mode annunciator (FMA) will display APP NAV FINAL blue as the aircraft flies along the lateral profile of the approach. Once the aircraft reaches the FAF, FINAL APP mode will engage and the aircraft will fly the vertical and lateral profile of the approach. This is referred to as a fully managed approach.
The beauty of this type of approach is that the aircraft does not even need a beacon to navigate with, as all the data is stored in the FMGC. All this information is in the flight crew operating manual.
Of course the aircraft can be flown like any other, using raw data. This is typically done using selected modes, i.e. the pilot selecting headings/tracks and vertical guidance through the flight control unit. This would be referred to as a fully selected approach.
Going back to precision approaches, the reason they are not referred to as managed approaches is because the aircraft is navigating using a glide slope and localizer transmitter, not the data in the FMGC.
Hope that helps.
ILS and LOC/DME approaches are not managed.
Managed modes on the Airbus are related to climbs, descents and approaches.
As has been touched on here, a managed approach is one that is flown using the the data in the FMGC. This data or coding, allows the aircraft to be flown along a lateral and vertical profile which should represent the profile of the approach plate of a non precision approach, taking into consideration the altitude and speed constraints. When the aircraft is flown in this manner the flight mode annunciator (FMA) will display APP NAV FINAL blue as the aircraft flies along the lateral profile of the approach. Once the aircraft reaches the FAF, FINAL APP mode will engage and the aircraft will fly the vertical and lateral profile of the approach. This is referred to as a fully managed approach.
The beauty of this type of approach is that the aircraft does not even need a beacon to navigate with, as all the data is stored in the FMGC. All this information is in the flight crew operating manual.
Of course the aircraft can be flown like any other, using raw data. This is typically done using selected modes, i.e. the pilot selecting headings/tracks and vertical guidance through the flight control unit. This would be referred to as a fully selected approach.
Going back to precision approaches, the reason they are not referred to as managed approaches is because the aircraft is navigating using a glide slope and localizer transmitter, not the data in the FMGC.
Hope that helps.
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Thanks for the replies.
ReverseFlight,
Though i'm sure a VOR approach is set on the database, if I wanted to select the frequency and then the radials, would it be done through the MCDU's rad nav page?
How exactly would I tune BOTH radials outbound and inbound though?
Thanks again
ReverseFlight,
Though i'm sure a VOR approach is set on the database, if I wanted to select the frequency and then the radials, would it be done through the MCDU's rad nav page?
How exactly would I tune BOTH radials outbound and inbound though?
Thanks again
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Why so Tough,
Yes. Provided the FMGC is working, you select the VOR you want to use on the RAD NAV page on the MCDU. If you are flying in the right hand seat, what you select on VOR 2, inbound or outbound radial will be presented on your NAV display VOR Rose selection. If you were flying a complete VOR tear drop, once you have completed the outbound leg, you would have to pop in the inbound radial as you make the base turn. This would give you your deviation using the blue beam bar outbound and inbound.
You can actually draw the radials for awareness on the ND using the Fix Info function, but that is another lesson
.
Yes. Provided the FMGC is working, you select the VOR you want to use on the RAD NAV page on the MCDU. If you are flying in the right hand seat, what you select on VOR 2, inbound or outbound radial will be presented on your NAV display VOR Rose selection. If you were flying a complete VOR tear drop, once you have completed the outbound leg, you would have to pop in the inbound radial as you make the base turn. This would give you your deviation using the blue beam bar outbound and inbound.
You can actually draw the radials for awareness on the ND using the Fix Info function, but that is another lesson
.
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@CAT3C AUTOLAND
According to the FCOM, the following A/P modes: LOC, G/S, FINAL and FINAL APP are considered "Managed". I am unable to post the relevant table here, but pls see FCOM1.22.30 p1. I know it's just semantics, but still - that's the way Airbus names it...
According to the FCOM, the following A/P modes: LOC, G/S, FINAL and FINAL APP are considered "Managed". I am unable to post the relevant table here, but pls see FCOM1.22.30 p1. I know it's just semantics, but still - that's the way Airbus names it...
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wst, insert VOR 1 & 2 frequencies at the top of RAD NAV page with separate CRS for the outbound and inbound. Select VOR 1 & 2 on MCP as appropriate. You can always flip between VOR and NAV so that in NAV mode you can see the VOR course pointing to the rear on the outbound and forward on the inbound, while checking you are on track in VOR mode.
Also see FCOMs for more details.
Also see FCOMs for more details.
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I'm going to try to make it as simple as possible.
Managed APP means you do not need HDG/VS or TRK/FPA inputs on the FCU (ILS-VOR-NDB-GPS-RNAV-RNP-RNP AR) The APP P/B must be on.
Manged/Selected means you only make FPA inputs( ILS-LOC-VOR-NDB)
Selected means you must do TRK/FPA inputs on the FCU (ILS-LOC-LOC B/C-VOR-NDB) and have raw data displayed on the ND for the PF
There is NO bearing on whether the A/P is ON or OFF except which Pilots does the inputs on the FCU (PF-PNF) and LOW VIS OPS (where the AP is required for AUTO LAND).
The Aircraft that have an OEB affecting the possibility of doing a NON PRECISION MNG APP can do a Selected APP with A/P on or a Managed APP with A/P off.
Airbus recommends doing all NON PRECISION APP's with TRK-FPA.(Anything except ILS)
There are minimum requirements to conduct a VOR, NDB, GPS, RNAV, RNP or RNP-AR MNG APP's, check your FCOM. Minimum must be GPS PRIMARY or ACCURACY CHECK positive.
And yes, a Selected ILS can be done with HDG/VS intercepting the LOC and GS using the FCU without arming the APP or LOC P/B's.
Guiones
Managed APP means you do not need HDG/VS or TRK/FPA inputs on the FCU (ILS-VOR-NDB-GPS-RNAV-RNP-RNP AR) The APP P/B must be on.
Manged/Selected means you only make FPA inputs( ILS-LOC-VOR-NDB)
Selected means you must do TRK/FPA inputs on the FCU (ILS-LOC-LOC B/C-VOR-NDB) and have raw data displayed on the ND for the PF
There is NO bearing on whether the A/P is ON or OFF except which Pilots does the inputs on the FCU (PF-PNF) and LOW VIS OPS (where the AP is required for AUTO LAND).
The Aircraft that have an OEB affecting the possibility of doing a NON PRECISION MNG APP can do a Selected APP with A/P on or a Managed APP with A/P off.
Airbus recommends doing all NON PRECISION APP's with TRK-FPA.(Anything except ILS)
There are minimum requirements to conduct a VOR, NDB, GPS, RNAV, RNP or RNP-AR MNG APP's, check your FCOM. Minimum must be GPS PRIMARY or ACCURACY CHECK positive.
And yes, a Selected ILS can be done with HDG/VS intercepting the LOC and GS using the FCU without arming the APP or LOC P/B's.
Guiones
