A320 Use of the Rwy threshold on the Prog page for descent
Thread Starter
Joined: Feb 2025
Posts: 8
Likes: 1
From: France
A320 Use of the Rwy threshold on the Prog page for descent
Hi,
As most of you are definitely more experienced than me and with many more aircrafts flown, I’d like to ask your opinion about this.
i see many pilot use the PROG page with the rwy thresold to plan their descent.
To me this is very good for a straight in approach but I find very useless if coming from a long base (say 30-40nm base) or even if you need a downwind. I see many of them still rely on it even if coming from long base or downwind… Isn’t quite misleading as can leave you very low on the approach?
As most of you are definitely more experienced than me and with many more aircrafts flown, I’d like to ask your opinion about this.
i see many pilot use the PROG page with the rwy thresold to plan their descent.
To me this is very good for a straight in approach but I find very useless if coming from a long base (say 30-40nm base) or even if you need a downwind. I see many of them still rely on it even if coming from long base or downwind… Isn’t quite misleading as can leave you very low on the approach?
Joined: Jan 2004
Posts: 3,246
Likes: 202
From: Here and there
It's only misleading if you don't understand how to use it. I put the runway threshold in the PROG page as a standard setup, but once flying the arrival I might use the FPL distance remaining, the DME, or put another more relevant waypoint in the PROG page. If I'm downwind at 10 NM to the RWY then I probably don't want to be any higher than 4000' if I'm expecting a base turn soon or I could be higher if I can see that aircraft ahead are being turned at about 15 NM. And to be quite honest, I almost never look at the distance on the PROG page again as I prefer to use the DME. If I'm using the PROG page I've probably entered a more relevant waypoint.
In short, the distance to the runway is a data point to be used appropriately, you shouldn't just be blindly following it.
In short, the distance to the runway is a data point to be used appropriately, you shouldn't just be blindly following it.
Only half a speed-brake
Joined: Apr 2003
Posts: 4,459
Likes: 136
From: Commuting not home
Italianinfrance Correct, well spotted. Direct line to THR is of limited use for precise descent planning. Commendable desire not to be low for no reason, that is where birds and CFITs are.
After ATIS, I would enter the final approach point (FI03R or similar ). It is also a good exercise for verifying that the FMS waypoint is coded where the chart says so; the location might vary. It does not hurt to understand your box.
The above method also helps when on downwind and calculating the worst 'what-if-shortcut' scenario. Adjusting the math to match the intermediate approach altitude against miles to go is no different than working with the elevation.
After ATIS, I would enter the final approach point (FI03R or similar ). It is also a good exercise for verifying that the FMS waypoint is coded where the chart says so; the location might vary. It does not hurt to understand your box.
The above method also helps when on downwind and calculating the worst 'what-if-shortcut' scenario. Adjusting the math to match the intermediate approach altitude against miles to go is no different than working with the elevation.
Joined: Apr 2003
Aviation Qualifications: ATPL
Posts: 3,652
Likes: 492
From: Europe
I don't think I know anyone who uses distance to threshold as the main input for descent planning, it would ruin the required continuous descents at many of our airports. Yet it is a potent tool to maintain situational awareness i.e. what if ATC suddenly clears us for a short approach, can we make it? So precisely in those situations of long bases, long downwinds or trombone arrivals, it can be handy to know the physical distance to the threshold. Also on some non-precision approaches that are not programmed all the way to the threshold it might be the only easy distance reference you have to the actual runway!
If you find your colleagues being low on the initial approach, ask them why they prefer to ignore the jojo on that occasion. They might come up with a very plausible answer.
If you find your colleagues being low on the initial approach, ask them why they prefer to ignore the jojo on that occasion. They might come up with a very plausible answer.
Joined: Jun 2014
Posts: 1,052
Likes: 72
From: Village of Santo Poco
Thread Starter
Joined: Feb 2025
Posts: 8
Likes: 1
From: France
I see in my airline there are mainly 3 different techniques for descent.
the first 2 are to manipulate the primary FPL either by inserting the expect shortcut on the primary and full arrival on the secondary. This is done also during descent according to what happens.
or to put some tactical constraints in order to be ready for the shortcut.
some others simply go blue open des… In your airlines which is the preferred technique? Talking with friends in the orange one it seems also there they like a lot to use man des as much as possible….
the first 2 are to manipulate the primary FPL either by inserting the expect shortcut on the primary and full arrival on the secondary. This is done also during descent according to what happens.
or to put some tactical constraints in order to be ready for the shortcut.
some others simply go blue open des… In your airlines which is the preferred technique? Talking with friends in the orange one it seems also there they like a lot to use man des as much as possible….
