All RNAV approaches must be flown with autopilot and flight director unless no ILS is available and both autopilots have failed, then a manual FD RNAV is permitted. RNAV approaches only use one autopilot. Second autopilot will not engage. Only use approach from database, do not manually build approach. RNAV approaches that are listed as LVAV-VNAV are designed to provide vertical guidance and will utilize a DA(H).
When cleared for the RNAV approach press the APPR pb on FCU.
Do NOT select the LS pb! LS pb will disable the RNAV indications and
flash amber V/DEV on the PFD.
Enter 0.3 for required accuracy on PROG page (make sure the
new value shows on both sides). This lowers the FMGC “tolerance” from an
enroute value to an approach value. RNAV approach must have a HIGH nav accuracy
showing with 0.3 nm value on the PROG page before beginning the approach to
ensure that the FMGC accurate enough for an RNAV approach. Less than required
accuracy will create a NAV ACCURACY DOWNGRADE message on MCDU. You may also get
a GPS PRIMARY LOST message which indicates that the GPS signal from an MMR has
been lost. If you get either message you must select the autopilot on the side
of the operative FMGC. This will allow you to continue the RNAV approach. If both
FMGC’s display an error message or you get an FM/GPS POS DISAGREE ECAM you must
go around.
Ensure HIGH is showing on PROG for nav accuracy. Ensure the
“hockey stick” (descent arrow symbol) is visible on ND for start of descent.
Ensure APP NAV and FINAL are showing on FMA. Remember “High Hockey Finals”
Note: vertical guidance from F/D and “brick”, lateral
guidance from F/D and ND.
3-2-1 – plan to extend landing gear at 3 miles from FAF,
extend flaps 3 at 2 miles from FAF and extend flaps FULL at 1 mile from FAF. At
start of descent ensure that missed approach altitude is set. Ensure FINAL is
now showing on FMA. When visual on runway is acquired turn off autopilot (at
least by MDA). The autopilot will automatically disconnect at DA minus 40 ft.
if not off sooner.
Note: PM makes 100 above and minimums calls. All other
auto callouts available. When the autocallout makes the 500 ft. call the PM
should not make the normal Ref + and sink calls as it is commonly very close to
the minimums call and can be too confusing.
i Airbus Gotcha’: Be sure to get down to
final approach altitude prior to FAF to capture from below!
These two non-precision approaches are flown using RNAV
procedures. In both cases the “brick” will be available for vertical guidance.
Remember that these approaches are designed by the FAA as “drop and drag” or
“dive and drive” utilizing an MDA (minimum descent altitude). The Airbus is
using it’s technology to create an artificial glideslope that allows this
normally unstabilized approach to be
stabilized. The 50’ pad is added to allow descent to the MDA and then to
recognize that the runway is not in sight and begin go-around procedure without
busting the hard MDA limit. In actual use the procedure is exactly like the
full LNAV-VNAV RNAV approach and the presentation is exactly the same as well.
LVAV RNAV approaches will be flown just like RNAV
LNAV-VNAV approaches except with the following changes:
Ø LNAV RNAV
must add 50’ to the MDA
Note: do not add the 50’ when noted on the approach. The
verbiage will be similar to the following:
“Only authorized operators may use VNAV DA(H) in lieu of
MDA(H)”
Another way to say this is that the LNAV RNAV approach is
flown exactly like the RNAV LNAV/VNAV approach except when the additional
verbiage is not added.
VOR approaches are a little more different. For
VOR approaches use the RNAV LNAV-VNAV procedures except:
Ø NAV must
be utilized for approach VIAs (do not select APPR until cleared for approach
and intercepting the intermediate segment)
Ø A coded
VNAV flight path angle (FPA) in the FMGC is required for the final approach
segment.
Ø Raw data
must be monitored by the PM. Must remain within 5° of course.
Ø Do not
change RNP on the PROG page
Ø NAV
accuracy downgrade does not require a missed approach
Ø Add 50’ to
the MDA(H)
Note: do not add the 50’ when noted on the approach. The
verbiage will be similar to the following:
“Only authorized operators may use VNAV DA(H) in lieu of
MDA(H)”
Raw data will be monitored by manually tuning the PM’s
RADNAV page to the VOR. Select VOR identifier on PM’s side. (note: you should
not tune the PF manually unless the procedure requires it so that autotuning
will be allowed on that radio).
Position PM VOR selector to VOR.
Both pilots should continue to use the PF’s NAV display to
monitor approach progress and improve situational awareness.