Step by Step Guide
A318/319/320/321
Profesional
Step-By-Step Tutorial
Vol
6
06-01- 62
11. Dezember 2018
Some general information on the use of speed brakes:
Normally you can use them whenever wanted. But there are some SOP things which must be
considered. The first one has to do with high altitude flying (FL300 and higher). You cannot yank
them to their full position at once. You must be smooth as to not disrupt the airflow to sudden.
When on auto pilot the speed brake will not even fully open even if you put the lever at full. The is
limiting the deployment a bit.
The second thing is that you may not use the speed brakes with flaps three or full. This will cause a
roll moment that could impair controllability. Some models even have an auto retract when having
the speed brakes out at Flaps three/full.
The whole point of the speed brakes is to slowdown the aircraft or to make it descent faster. If the
auto thrust is on and in SPEED mode it could be that the engine needs more thrust than idle to keep
the managed/selected speed and this will give a warning. Having the speed brakes out and throttling
up is a no-no. It just does not make sense.
189.
FLAPS 2 (OPTIONAL): Another method to reduce to S-Speed is to manually deploy the flaps to 2
already just after setting the flaps to 1 but keep in mind the VFE limits. This method is also supported
by the Checklist- and Copilot-Function.
190.
Glideslope “alive”: When the Localizer has been captured (please see picture #70 above) soon after
the vertical glide slope becomes “alive” (magenta rhombus fully appears) which will be confirmed by
a call. Procedures at Heathrow are designed to bring you exactly on the glide at the same point you
intercept the localizer. Therefore, at this point you are likely to have intercepted the glideslope
already.
191.
Autopilot:
- Only with an ILS approach programmed in the FMGC, the approach phase activated and the APPR
button pushed on the FCU you do have the possibility to select both AP’s at the same time. This
will show as AP 1+2 in the PFD FMA.
- It is normal procedure to also select the second AP during an ILS approach. It does not matter if
this approach is a CAT 1, 2 or 3. The main reason for this is that if one AP goes offline the other
can take over. This is a principle that is called fail operational. Meaning that when one AP
disconnects for whatever reason the second one will take over immediately - without any
interference/action by the pilot. But, only one AP is doing the flying and the other one is just
standing by to take over if needed. To have both AP’s active is a requirement for CAT 3 approaches
but it gives an added safety with CAT 1 and 2. So why not selected both during all ILS approaches
must have thought.
- Autoland goes hand in hand with CAT 2 and 3 approaches but as a system it is separate. Autoland
is technically possible with 1 AP but certification of the airline, airport, and airplane must all be
met.
- An ILS CAT 1 may be landed manual always. A CAT 2 may be landed manual but this is also up to
certification rules for the airline, airport and airplane - but normally an autoland is the norm here.
A CAT 3 must be made with an auto land system.
- If autoland is used it means that there is no manual flight path interference of the pilots until after
touchdown and the aircraft is landing fully automatic.
- In our case because EGLL ILS 04L allows only CAT 1 landings we will use both autopilots but will
make no “autoland”.
Additional information on the various CAT you will also find in #211.
192.
Glideslope “captured”: When the glideslope has been captured it will be confirmed by a call. After
the vertical glide path has been caught the display on the PFD-FMA looks as follows (please see picture
71 below):