Standard Operating Procedures - PRO-NOR-SOP-18- Approach

Question 1

135- What’s the Difference between RNAV (GNSS) and RNAV (RNP) Approaches?

PRO-NOR-SOP-18-A P1

Chap (8.3.1.2) & (8.3.6.1)

Answer 1

• RNAV (GNSS) also known as “RNP APCH Operations”

KA Approved

Use LNAV/VNAV or LNAV Minimum

• RNAV (RNP) also known as “RNP AR APCH Ops”

for which Authorization is Required (AR)

NOT Yet Authorised by KA

Refer to:

Flight Procedures

(Approach)

(Instrument Approach Procedures) 8.3.6.1.

Question 2

136- For what Kind of Approaches “FINAL APP Mode” is Recommended?

PRO-NOR-SOP-18-A P1

Answer 2

• RNAV(GNSS) with LNAV/VNAV & LNAV Minima Only
• VOR / VOR-DME
• NDB / NDB-DME.

Question 3

137- For what Kind of Approaches “NAV FPA” is NOT Authorized?

PRO-NOR-SOP-18-A P1

Answer 3

• RNAV(GNSS) with LNAV/VNAV minima

Question 4

138- For what Kind of Approaches “TRK FPA” is NOT Authorized?

PRO-NOR-SOP-18-A P1

Answer 4

• RNAV(GNSS) with LNAV/VNAV minima
• RNAV(GNSS) with LNAV minima

Question 5

139- Which Flying Reference should be

used with:

A/P ON or A/P OFF?

PRO-NOR-SOP-18-A P2

Answer 5

• With Auto Pilot ON:

* Vertically Managed: HDG-V/S with the FD Crossbars

* Vertically Selected: TRK-FPA with FPD (Bird)

• With Auto Pilot OFF:

* Use HDG-V/S or TRK-FPA as Preferred.

Question 6

140- What are the General Stabilisation Criteria?

PRO-NOR-SOP-18-A P2

Answer 6

To be on the Final Descent Path at VAPP in the Landing Configuration by:

• 1000 Ft Above Airfield Elevation for a Std APP
• 500 Ft Above Airfield Elevation for:

* a Visual Circuit

* a Circling Approach.

Question 7

141- What are the Stabilisation Criteria In case of an ATC Speed requirement?

PRO-NOR-SOP-18-A P3

Answer 7

The A/C Speed must be Reducing Toward VAPP by:

• 1000 Ft AAL.

Question 8

142- What are the Stabilisation Criteria In case of Predicted Tailwind at Landing?

PRO-NOR-SOP-18-A P3

Answer 8

If the Predicted Tailwind > 10 Kt:

• Decelerated Approach is NOT Permitted
• The Aircraft Speed should be Stabilized at:

* Around VREF + 5 Kt in Final.

Question 9

143- What is the Standard APP Flying Technique?

PRO-NOR-SOP-18-A P3

Answer 9

Decelerated APP with FD or AP/FD Guidance.

Question 10

144- When will it be useful to Reduce to VAPP Speed, Fully Configured, at the Final Descent Point (Non-Decelerated APP / Early Stabilisation)

What will be the proper technic?

PRO-NOR-SOP-18-A P3

Answer 10

• It can be used for APP With:

* Selected Guidance

* High Glide Path Angle

* Low Altitude Intermediate App., etc…

• For that the VAPP should be Set as a Speed

Constraint at the Final Descent Point (or FAF).

Question 11

145- When a Discontinued APP procedure can be carried out?

PRO-NOR-SOP-18-A P4

Answer 11

If At or Above the FCU altitude:

• Discontinued APP Technic or G/A is Acceptable

If Below the FCU altitude:

• A G/A is Mandatory.

Question 12

146- How to perform a Discontinued APP procedure?

PRO-NOR-SOP-18-A P4

Answer 12

If At or Above the FCU altitude:

• Announce “CANCEL APPROACH”
• Disarm any AP/FD APP Mode by APPR Pb or LOC Pb
• Select NAV or HDG
• Select Level Off or Adjust V/S
• Select SPEED

Keep in Mind:

• With the Above the FPL will Disappear when Passing

the Threshold

- Another way is to Move the THR Levers to TOGA

and Quickly Come Back to the CLB Detent

* This will Keep the Return FPL

* You will Need to Act Quickly on the “V/S Push” to

Cancel the G/A Pitch if required.

Question 13

147- For Approach what is the proper ND Config. if Nav Accuracy is Low?

PRO-NOR-SOP-18-B P3

Answer 13

At Least One ND Must be in ROSE ILS or VOR

depending on the Approach in Use.

Question 14

148- When FLAPS 1 should be Selected for APP?

PRO-NOR-SOP-18-B P3

Answer 14

• Before 3 NM of the Final Descent Point
• For Decelerate Approaches ≥ 2 500 Ft AGL at “S” Speed.

Question 15

149- For ILS Approaches if the Aircraft Intercepts the Flight Path Below 2500 Ft AGL when Flaps 2 shall be Selected?

PRO-NOR-SOP-18-B P4

Answer 15

• Normally Flaps 2 is Selected at 2500 Ft
• In this case Select FLAPS 2 at 1 Dot Below the Flight Path.

Question 16

150- Below “S” Speed if the Speed is Higher than “F” Speed and the Aircraft does Not Decelerate,

What will be the Recommended Action and Why?

PRO-NOR-SOP-18-B P5

Answer 16

• Extend the L/D Gear in order to Slow Down the Aircraft
• The Use of Speed Brakes is NOT Recommended …
• When the Speed Brakes are Deployed, with FLAPS

selected Beyond FLAPS 1:

* It may Induce a Slight Roll Movement until Disturbed

by a Control Input or by an Atmospheric Disturbance.

Question 17

151- Should the ECAM Screens be U/S, how can we Confirm that the Gear is Down?

Answer 17

Check for 3 Green Indications on:

• The Landing Gear Indicator Panel.

Question 18

152- With the Gear Down when is it Recommended to use the WING ANTI ICE?

Answer 18

Only in Severe Icing Conditions

Question 19

153- Should the Speed Break be Selected during App. When shall they be Retracted No Matter What?

PRO-NOR-SOP-18-B P5

Answer 19

On A320:

• Retract the Speed Brakes Before selecting FLAPS FULL

On A321:

• Retract the Speed Brakes Before selecting FLAPS 3

* This will Prevent a Pitch Down when the Speed Brakes

Automatically Retract.

Question 20

154- What the ICAO Envelope for a Normal Capture of the G/S?

PRO-NOR-SOP-18-C P1

Answer 20

This Envelope is Within:

• 10 NM and ±8 ° of Glide Path
• • 1.75 θ to - 0.3 θ

(θ = Nominal Glide Path Angle).

Question 21

155- What to do if a Spurious G/S* Engagement Occur due to a Wrong G/S Deviation Signal?

PRO-NOR-SOP-18-C P1

Answer 21

• Immediately Disconnect the AP, to Re-Establish a

Normal Attitude

• Disengage APPR Mode
• Arm/Rearm APPR (ILS) Mode within the Normal

Capture Zone.

Question 22

156- What is the Altitude at which the FMA Change Mode for an ILS Approach?

PRO-NOR-SOP-18-C P1

Answer 22

• Above 5 000 Ft AGL, the FMA displays CAT 1
• Below 5 000 Ft AGL, the FMA displays the Correct

Approach Capability for the Intended Approach.

Question 23

157- What are the Actions Required for Glide Interception from Above?

PRO-NOR-SOP-18-C P2

Answer 23

• APPR Pb on FCU — ARM / CHECK ARMED
• FLAPs & L/D Gear ASAP
• LOC* on the PFD
• FCU Altitude — SET ABOVE A/C ALTITUDE
• V/S Mode — SELECT.

Question 24

158- During a Glide Interception from Above what is the Major difference between Old A/C and New A/C?

PRO-NOR-SOP-18-C P2

Answer 24

• OLD A/C:

B-HSD, B-HSE, B-HSG, B-HTF

* If VFE is Reached –> Mode Reversion to OP CLB

• New A/C:

All the Others

* When reaching VFE, the A/C Maintains VFE and

Reduces the V/S, with NO Mode Reversion.

Question 25

159- What to do in case of Activation of the Autoland Warning Light? PRO-NOR-SOP-18-C P4

Answer 25

- Perform a Go-Around **OR** - IF External Visual References are Sufficient: **\*** Disconnect the APs and Continue the APP Manually.

Question 26

160- When the Autoland Warning Light will Flash? PRO-NOR-SOP-18-C P4 PRO-NOR-SRP-01-70

Answer 26

At Least One RA indicates a Height Below 200 Ft and - At Least One AP is Engaged with LAND or FLARE Mode on the FMA, and - At least One of the Following Conditions Occurs: • The LOC Deviation Exceeds 1/4 Dot and the aircraft is Above 15 Ft RA (the LOC scale Flashes on the PFD), or • The GLIDE Deviation Exceeds 1 Dot and the aircraft is Above 100 Ft RA (the GLIDE scale Flashes on the PFD), or • Loss of LOC Signal Above 15 Ft RA (The FD Vertical Bar Flashes on the PFD), or • Loss of GLIDE signal Above 100 Ft RA (The FD horizontal bar flashes on the PFD), or • The Difference between Both RA Indications is Greater than 15 Ft RA, or • The Last Autopilot Disengages _Refer to_: PRO-NOR-SRP-01-70 (Failures and Associated Actions Below 1000 Ft During A CAT II Approach).

Question 27

161- Where to find the Requirements for an Approach Using **FINAL APP** Guidance? PRO-NOR-SOP-18-C P6

Answer 27

Refer to QRH CP-RNAV-1/2 Approach Using Managed Guidance Valid for RNAV APP and MANAGED APP.

Question 28

162- What are the Restrictions regarding the FMS Vertical Profile and the OAT? PRO-NOR-SOP-18-C P7

Answer 28

- The FMS Vertical Profile does NOT take into account the Effect of Low OAT - Therefore, Vertical Managed Guidance: **\* Must NOT** be used when the Actual OAT is: \< Minimum Temp. Indicated on the APP Chart OR \< Minimum Temp. defined by the Operator **\*** **May NOT** be used when: Temp. Corrections are Required (FINAL APP Mode might NOT Engage).

Question 29

163- What to do if the Local QNH is Not Available for RNAV(GNSS) Approach with LNAV/VNAV Minima? PRO-NOR-SOP-18-C P7

Answer 29

The Approach **CANNOT** be performed, The use of QNH from a Remote Station is Prohibited.

Question 30

164- What are the Acceptable Differences between the MCDU and the Charted Final Path for a **RNAV (GNSS) APP**? PRO-NOR-SOP-18-C P7

Answer 30

For a **RNAV (GNSS)** APP: - **0.1**° between MCDU and Final **Vertical Path** on Chart - **1.0**° between MCDU and Final **Lateral Track** on Chart. In **ALL** Other Cases: - Revert to a **Conventional Radio NAVAID** APP - Or Revert to **TRK FPA Mode** for a _NON GNSS_ APP.

Question 31

165- What are the Acceptable Differences between the MCDU and the Charted Final Path for a **Conventional APP**? PRO-NOR-SOP-18-C P7

Answer 31

For a **Conventional APP**: - **1.0**° between MCDU and Final **Vertical Path** on Chart - **3.0**° between MCDU and Final **Lateral Track** on Chart In **ALL** Other Cases: - Use **TRK FPA Mode** for Approach.

Question 32

166- What is the Maximum Acceptable Discrepancy between Altimeters for an APP using “**FINAL APP”** **Guidance**? PRO-NOR-SOP-18-C P8

Answer 32

100 Ft Max.

Question 33

167- When using the “**FINAL APP**” Mode, a Blue Arrow on ND at the Final Descent Point indicates? PRO-NOR-SOP-18-C P8

Answer 33

It means: - The FINAL APP Engagement Conditions are Met - The A/C will Automatically Capture the Slope at this point.

Question 34

168- Depending on A/C Type and REG, When The A/P will Automatically Disengage? PRO-NOR-SOP-18-C P9 to p11

Answer 34

- At Minimum Minus 50 Ft (If Entered) - At 400 Ft AGL (If no Minimum is Entered) - At the MAP In some case the message: DISCONNECT AP FOR LDG pulses on the FMA.

Question 35

169- In case of Degraded Navigation, Where to find the Info for Reverting Modes? PRO-NOR-SOP-18-C P12

Answer 35

QRH CP-RNAV 1/2 PRO-NOR-SOP-18-C P12

Question 36

170- In case of Degraded Navigation what are the Reverting Modes for VOR and NDB Approaches? PRO-NOR-SOP-18-C P12

Answer 36

Revert from **MANAGED** to: - **NAV FPA**, if the **Vertical** Guidance is **Not** satisfactory - **TRK FPA**, if the **Lateral** Guidance is **Not** satisfactory.

Question 37

171- For a RNAV (GNSS) Approach with LNAV/VNAV Minima, which Deviation will Generate a Missed Approach? PRO-NOR-SOP-18-C P12

Answer 37

The APP must be Discontinued if: Deviation **\> 75 Ft Below** the Vertical Path (V/DEV \> ¾ Dot).

Question 38

172- What kind of APP use NAV/FPA or TRK /FPA? PRO-NOR-SOP-18-C P12

Answer 38

**-** Lateral Managed NAV: **\*** **RNAV(GNSS)** APP with **LNAV** **Minima** Only **\*** **VOR** and **NDB** APP **\*** **LOC** ONLY / LOC Back Course APP **-** Lateral Selected TRACK**:** **\*** **VOR** and **NDB** **\*** If the APP is **NOT Stored** in the Database **\*** If NAV **Accuracy** is **LOW**.

Question 39

173- For Approaches using NAV FPA, What are the XTK error on ND to be Checked for the Lateral Guidance? PRO-NOR-SOP-18-C P15 PRO-NOR-SOP-90

Answer 39

The PM Calls Out if Excessive Lateral Deviation occurs: **\*** APP With NAV MODE: XTK \> 0.1 NM **\*** APP With LOC MODE: LOC ½ Dot **\*** APP With TRK MODE: **-** VOR: ½ Dot or 2.5° **-** NDB: 5° _Refer to_: PRO-NOR-SOP-90 P4 (Flight Parameters in Approach)

Question 40

174- What are the Actions Required for a Circling Approach? PRO-NOR-SOP-18-C P17

Answer 40

- Inst. APP & Missed APP Procedure --- REVIEWED - Landing **RWY** in the **SEC F-PLN** --- CHECKED - Approach at --- "**F**" Speed, **CONF 3**, **L/G DOWN** - At MDA **LATEST** --- V/S PUSH to Level OFF **\*** If No Visual at MAP --- Go Around - Open 45° for 30 Sec - **PM** Activate the SEC F-PLN --- On Downwind Leg - Set LDG Config. --- When Leaving the Circling Alt.

Question 41

175- During a Circling Approach what are the Time Changes to bring in case of Altitude/Wind Changes? PRO-NOR-SOP-18-C P17

Answer 41

If Circling Above 1000 Ft AAL: - Add 3 Sec / 100 Ft - Add +/- 1 Sec per 1 Kt of Wind.

Question 42

176- What are the Actions Required for a Visual Approach? PRO-NOR-SOP-18-C P20

Answer 42

- **Start at 1500 Ft AAL or Above** - 2.5 NM Abeam the Upwind Threshold - Flight Plan on the MCDU includes the L/D RWY (In this case Managed Speed is Available) - ROSE NAV on 10 NM Range - Activate the APPR PHASE - Speed Managed with A/THR ON - Select TRK/FPA - “Flaps 1” Abeam the Upwind Threshold - **Set the** **Go Around Altitude** - Downwind Leg at 1500 Ft AAL and S Speed. - Abeam the Landing Threshold, Flaps 2, - Start the Chrono. 45 s ±1 s/1 Kt of Wind (+3 s for each 100 Ft above 1500 Ft AAL) - Lower the Gear and Select A/P & FD to OFF - Select Flaps 3 Prior to the Base Turn - Commence the Base Turn - Select Flaps **FULL** when **Leaving 1500** Ft - **Landing Checklist** - **Final Turn at 0.8 NM** from Centreline (Depends on Wind) - On Final **1° of Pitch** \<--\> ~ **100 Ft/Min**.

Question 43

177- What FCU / ATHR Settings are used for a Visual APP? PRO-NOR-SOP-18-C P20

Answer 43

- AP is OFF - Both FDs are OFF - FPV (Bird) use is Recommended - A/THR use is Recommended with Managed Speed.

Question 44

178- What is the Influence of the Tailwind during a Visual Final APP? PRO-NOR-SOP-18-C P20

Answer 44

If the Tailwind at Landing is \> 10 Kt: - Decelerated APP is Not Allowed - Speed should be Stabilized around VREF +5 Kt in Final.

Question 45

179- What is the Bank Angle during a Base Leg? PRO-NOR-SOP-18-C P20

Answer 45

A Maximum of 30° of Bank.

Question 46

180- For an **RNAV VISUAL APPROACH** when can the Crew Disconnect the A/P? PRO-NOR-SOP-18-C P20

Answer 46

The Crew must Disconnect the A/P at the Latest: At the **Minimum Use Height of the A/P (AGL)**.

Question 47

181- What are the Consequences of Descending through the Correct Approach Path with **Idle Thrust**? PRO-NOR-SOP-18-C P21

Answer 47

Late Recognition of this situation **Without a Prompt Thrust Increase** may Lead to: - Considerable **Speed Decay** - **Altitude Loss**.

Question 48

182- When is "RETARD" Callout Triggered and Why? PRO-NOR-SOP-19 P7

Answer 48

- In Manual Landing conditions, the "RETARD" Callout is Triggered at 20Ft Radio Height - This is to Remind the Pilot to Retard the Thrust Levers.

Question 49

183- What is the “Ground Clearance at Landing” on A320? PRO-NOR-SOP-19 P7

Answer 49

On **A320** TailStrike occurs if: The **Pitch \> 13.5°** (11° with LDG Compressed) A Wingtip or Engine Scrape occurs if: The **Roll Angle \> 20°** (16° with LDG Compressed).

Question 50

184- What is the “Ground Clearance at Landing” on A321? PRO-NOR-SOP-19 P8

Answer 50

On **A321** TailStrike occurs if: The **Pitch \> 11°** (9.5° with LDG Compressed) A Wingtip or Engine Scrape occurs if: The **Roll Angle \> 18°** (16° with LDG Compressed).

Question 51

185- What is the preferred REV Selection on a DRY Rwy? PRO-NOR-SOP-19 P10

Answer 51

REV IDLE is Recommended until Taxi Speed is Obtained.

Question 52

186- What is the preferred REV Selection on a WET Rwy? PRO-NOR-SOP-19 P10

Answer 52

- MID REV - IDLE REV can be used on a WET RWY if Landing Distance Assessment is made with the following parameters: **\*** **MEDIUM TO POOR** Landing Performance (MP) **\*** **NO REV** Credit And the Results of this Computation are **Within the LDA**.

Question 53

187- When shall the Crew immediately select REV MAX? PRO-NOR-SOP-19 P10

Answer 53

REV MAX will be Selected if Any of the Following Occurs: - Contaminated Runway - Runways Assessed as Short by the Landing Distance Assessment - Tailwind ≥ 10 Kt - Touchdown Beyond Zone B - Deceleration is Not as Expected - Any Aircraft Failure that impacts the Landing Distance - If Required due to an Emergency.

Question 54

188- What is the relation Between Ground Spoilers and the AutoBrake? PRO-NOR-SOP-19 P10

Answer 54

If the Ground Spoilers are NOT Extended: - The AutoBrake is not activated.

Question 55

189- On Ground what are the Consequences of Keeping High Levels of Reverser Thrust at Low Airspeed? PRO-NOR-SOP-19 P11

Answer 55

The Distortion of the Airflow, caused by Gases Re-entering the Compressor, can cause: - Engine Stalls that may result in Excessive EGT.

Question 56

190-What is the recommended Speed Limit to Stow the Reversers on Snow Covered Grounds? PRO-NOR-SOP-19 P11

Answer 56

On Snow-Covered Grounds, the Reversers should be Stowed when the Aircraft Speed reaches 25 kt.

Question 57

191- What happen if we leave the AutoBrake ON at Low Speed? PRO-NOR-SOP-19 P11

Answer 57

Brake Jerks might happen at Low Speed.

Question 58

192- What is the Relation between G/A Mode and the Auto Pilot? PRO-NOR-SOP-20 P2

Answer 58

The **G/A Mode** may be Flown with **Both A/P** engaged When **Any Other Mode** engages, **AP 2 Disengages**.

Question 59

193- What are the Perfect Sentences for Flaps Retraction Brief? PRO-NOR-SOP-20 P3

Answer 59

- “At or Above F Speed and Accelerating, Select Flaps 1” - “At or Above S Speed and Accelerating to a Minimum of Green Dot, select Flaps ZERO”.