Perform a VOR/DME approach (A320) [PDF]

Initial situation and setup

Aircraft preparation
During the approach phase of your flight, you must configure your aircraft for the ILS approach.
1. Take the VOR frequency from charts : configure your radio navigation receiver NAV1 = 115.500
2. Take the VOR course and interception altitude of the localizer from charts: configure the course and
configure your descent to this altitude. Course = 222°

Descent preparation
As there is no descent guidance for the pilot or the autopilot, the pilot shall calculate his descent rate based on the
aerodrome approach charts:
1. Descent point is located at Final Approach Fix (FAF) = 9NM DME NTS VOR
2. Descent rate is 5.4%
3. Intermediate check point is at 1400ft minimum at 4.1 NM DME NTS VOR

In your aircraft, you do not have any % scale for the descent rate. But you can use an approximation of the descent
rate in feet/minute using this calculation:
Descent rate (ft/min) = Ground speed (KT) × Descent Angle (%)
Example: 180KT × 5.4% = 970 ft/min
If you want a calculation, you can use an approximation of 5% descent rate for a 3° (5.4%) descent angle: 180 KT ×
5% = 900ft/min
In a VOR DME approach, you must not be at a lower altitude than published at the intermediate check point. You
must be above or equal to this altitude until you cross the point.
This value can be checked or taken from a table given in some airport charts:
 This table shows the descent rate (VSP) in ft/min and time from FAF to Threshold in function of the ground
speed on final.
 Sometimes a cross check table shows the altitude in function of DME distance.
Aircraft state
Before joining the localizer, you must check the following points:
1. Aircraft speed shall be reduced to between 180KT and 220KT.
2. Aircraft descent altitude shall be set to the interception altitude of the localizer published on charts.
3. Aircraft flaps are set to position 1
4. 222° Course is selected
5. Set auto brake to adequate value
6. On Airbus aircraft, you must use the HDG button to intercept and manually follow the radial by
means of the autopilot.
If you are far from the VOR Radial, the VOR indicator is set to maximum deviation and remains at this position
(like the image hereabove). If you are close to the path, the indicator will move to the central position.

A VOR approach can be performed manually by the pilot. The use of autopilot is not mandatory.
Flying the ILS
Establishing on the VOR radial
When the VOR indicator is moving to the central position, you must turn to the VOR beacon.
You must handle your heading in order to keep the VOR indicator near the centre position.
By doing so, you will keep the approach alignment until the runway is in sight.
When the VOR indicator is on the left it means that the VOR radial is on the left of the aircraft or the aircraft is on
the right of the VOR radial.
The spoilers can be armed at this stage.
Start descent on final approach
When reaching the Final Approach Fix (FAF), 9NM DME (in our example), we will start our descent.
In practice, the descent shall be anticipated using about 0.3NM in order to have the right descent rate and not to be
at too high altitude during the descent.
The pilot shall perform these tasks:
1. Reduce speed to between 160KT and 180KT
2. Set flaps position 2.
 3. Set the altitude on the Autopilot panel close and above MDA (Alt = 600ft > 520ft MDA=minimum descent

altitude)
4. Set the vertical descent rate to 950ft (value not shown in this image)
5. When the descent rate is established, the gear can be extended.
6. The pilot will permanently check the altitude against the altitude found on charts in function of
distance
Gear down can help the pilot slow down the aircraft on descent.

Intermediate point check

Descent shall be verified at the intermediate check point.

In our example, the check is the fix NEMOT at 4.1 DME NTS:
Aircraft shall not descend below this value within the acceptable altitude tolerance.
1. When the descent rate is stabilized before the intermediate check point, the speed is set down to Vref+5
(around 140kt).
2. If the gear is not extended, it is time to extend them.
3. Flaps must be set to position 3 or full
4. Adjust your descent rate (ft/min) in function of the aircraft speed. (140kt => -700ft/min)
5. If you are in manual mode, continuously check the deviation from the radial on the navigation display
6. Start to check if you have the runway in sight.
In the example above, the aircraft is below the target altitude within the altitude tolerance (<100ft)
Approaching minimum descent altitude
When the runway is in sight, the pilot leaves the radial in order to align the aircraft on final (on visual approach):
1. Autopilot and Auto throttle shall be disconnected by the pilot at the latest at this point in time.
2. During visual approach, do not hesitate to use visual approach aids like PAPI or VASI.
  If the runway is in sight before reaching the MAPt, the pilot can perform a visual approach and landing
procedure.
 If the runway is not in sight reaching the MAPt, the pilot shall initiate a go-around and perform the missed
approach procedure or follow ATC clearance if different.
The MAPt is the missed approach point. It is the final point of the procedure where, if the runway is not in sight, a
go-around shall be performed by the pilot.

The MDA is the minimum descent altitude. The pilot shall not descend below this altitude during any non-precision
approach when the runway is not in sight. The pilot shall maintain this altitude until the go-around decision or
visual approach if the conditions so permit.

Stabilized Approach [PDF]

Stabilized approach criteria

All approaches should be stabilized by 1000 feet in IMC and 500 feet in VMC.
An approach is considered stabilized when all of the following criteria are met:
 The aircraft is on the correct flight path.
 Only small changes in heading and pitch are required to maintain the correct flight path
 The airplane speed is not more than VREF + 20 Knots indicated airspeed and not less than VREF
 The airplane is in the correct landing configuration.
  Sink rate is not greater than -1000 feet/minutes except if the approach procedure requires a sink rate greater than
-1000 feet/minutes.
 Thrust settings appropriate for the airplane configuration.
 All briefing and checklist have been conducted.
 ILS approach should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale.
 During circling approach, wings should be level on final when the airplane reaches 300 feet
Pitch attitude is between +10° and -2.5°
Bank angle is maximum 7°
An approach becoming unstabilized below 1000 feet IMC or below 500 feet VMC requires an immediate go-around.
As the airplane crosses the runway threshold it should be:
 Stabilized on target airspeed to within + 10 Knots until arresting descent rate at flare
 On a stabilized flight path using normal manoeuvring
 Positioned to make a normal landing in the touchdown zone (the first third of the runway)
Initiate a go-around if the above criteria cannot be maintained.
Note that the recommended elements of a stabilized approach can differ slightly in function of aircraft operation manual or
company recommendations.

Perform a NDB approach (A320) [PDF]

Foreword
This page will deal with NDB approaches in four different ways:
 NDB without DME using non-RNAV and RNAV overlay
 NDB with DME using non-RNAV and RNAV overlay
Use the table of content accordingly to jump to a specific section.
Flightpath management
Lateral flightpath
NDB approaches are based on remaining on a constant NDB track.
The lateral flightpath will be monitored using an ADF(or RMI) when flying conventional instruments.
Instruments using RNAV positioning call allow use of crosstrack deviation to monitor lateral position.
Suggested lateral tolerance for NDB approach is 10°
NDB approach is a non-precision approach, most NDB approaches will not lead to be aligned with runway centerline at
minima, this is perfectly normal and remaining distance and altitude should be sufficient to visually acquire a stabilized final.
Vertical flightpath
NDB does not provide any distance measurement.
An NDB approach was done flying at a constant speed to time the duration of the final approach descent.
Altitude shall be checked every 30 seconds to confirm vertical position of the aircraft in relation to safety altitudes and
remaining distance to the runway.
Some NDB approaches were then upgraded with a DME, allowing precise positioning of the aircraft.
Latest RNAV-based instruments can emulate a vertical deviation indicator for a calculated glideslope.

Without DME, we will learn how to calculate our own descent profile and monitor it during the approach.
With DME, monitoring is pretty straight-forward.
Suggested vertical deviation tolerance is 300ft.
NDB approach without DME
Preparatory work
Chart reading
Approach will be LOWW NDB RWY29
  NDB Identification: BRK
 NDB Frequency: 408 kHz
 Final Approach Course: 292°
 Minima: Cat C - MDA 1360 / MDH 760
 Required Visibility: Cat C – CMV – 2400m
Required calculations
According to the charts, final approach descent is on a 3.50° path.
Rate of descent will be around 960fpm.

Since we will be monitoring descent every 30 seconds, altitude to lose every check is 480ft.

Minima are expected to be reached after 1 minute and 42 seconds.

Procedure missed approach point (MAP) is also time-determined, at a distance of 6.3nm from the NDB.
Go-around (if required) will be initiated after 2 minutes and 30 seconds.
Elapsed Time 00:00 00:30 01:00 01:30 02:00 02:30
 1080 600
Altitude 3000 2520 2040 1560
(if RWY in sight) (if RWY in sight)
Vertical profile must be in accordance with safety altitude and step-down fixes.
Altitude below minima is only for guidance and descent without runway visual references is prohibited
Conventional instruments
Before the NDB
Initial approach segment or radar vectoring will lead to be established at least 30 seconds before descent.

1. Aircraft is in approach configuration

2. 3000ft on radial 112° BRK
3. Final approach speed
4. RadioAids set and identified
5. Mimima reference set
Aircraft at 3000 feet, established on radial 112 inbound of BRK NDB, speed is Vref=150 kts.
Speed is a critical constant, approach speed must be reached and stabilized before beginning of descent.
Passing the NDB

When passing BRK NDB :

1. Timer must be started precisely
 2. Initiate descent, pitch variation must be 3.50° corrected for wind
3. Adjust thrust, maintain speed constant
4. Check vertical rate
After the NDB
During descent:
1. Monitor elapsed time
2. Each 30 seconds, check altitude. Apply corrective actions if required.

Example: at 1 minute
Altitude: 1790 feet,
Calculated altitude: 2040 feet,
Altitude deviation: -70 feet.
Pitch correction is 1° per 100 feet, until next check
We will induce a +0.5° pitch change
Approaching minima

Approaching minima:
1. Stand ready to disengage autopilot if engaged.
 2. Check timer is around expected elapsed time
3. Verify visual references are acquired
Under no circumstance descent should be continued below MDA without visual.
As missed approach point (MAP) is not at the end of our descent, wait before going-around by stopping the descent at MDA.
PAPI is indicating we are too high.
Pay attention to the fact that RWY29 PAPI is set for a 3.00° glideslope
After disconnecting A/P, land visually.
RNAV Overlay
The use of modern instruments coupled with RNAV positioning enables the possibility to fly non-precision
approaches with a precision reducing during the approach from 1NM up to 0.1NM laterally.
Lateral position is monitored by use of crosstrack deviation – LNAV method.
Vertical position is monitored by computed vertical deviation – VNAV method.

Main point for using RNAV instead of conventional techniques is:

 Continuous Descent from Final Approach fix (known as CDFA).
 Distance measurement allowing more precision in monitoring descent profile such as LOC, VORDME.
 Mapping of important waypoints: missed approach point, step down fixes, final approach fix
Some countries regulations allow using RNAV Overlay to convert non-CDFA procedure MDA into CDFA procedure DA but
require adding a margin to the flightpath.
For example, France requires adding 40ft for Cat C aircrafts.
For example, when we consider this approach:
 Final approach fix: BRK
 Step down fix: None
 Missed approach point: RW29

It can be interesting to determine distance checkpoint based on RW29:

Dist to RWY29 6.1 5.0 4.0 3.0 2.0 1.0
1480 1110
Altitude 3000 2590 2220 1850
(if RWY in sight) (if RWY in sight)
Altitude to be lost per NM is determined by dividing ROD at GS=120 divided by 2.
ROD at GS=120 is 743fpm, and then altitude to be lost per NM is 370 feet.
NDB approach with DME
Preparatory work
Chart reading
Approach will be LOWW NDB RWY11
  NDB Identification: STE
 NDB Frequency: 293 kHz
 Final Approach Course: 111°
 Minima: Cat C - MDA 1450 / MDH 875 - Required Visibility: Cat C – CMV 2400m
 DME: FMD 110.40
Required calculations
According to the charts, final approach descent is on a 3.30° path.
Rate of descent will be around 880fpm.

Vertical profile will be monitored using DME distance and attached table on the chart.

Minima are expected to be reached at FMD-D6.7NM.

Procedure missed approach point (MAP) is also determined in regard to FMD DME at D4.0.

One step down fix is at D10.8 with altitude 3000 feet.

Conventional instruments
Before the NDB
Initial approach segment or radar vectoring will lead to be established at least 30 seconds before descent.

1. Aircraft is in approach configuration

2. 5000ft on radial 291° STE inbound
3. Final approach speed
4. RadioAids set and identified
5. Mimima reference set
Aircraft at 5000 feet, established on radial 291° inbound of STE NDB, speed is Vref=149 kts.
Speed is a critical constant, approach speed must be reached and stabilized before beginning of descent.
Passing the NDB

When passing STE NDB :

1. Initiate descent, pitch variation must be 3.30° corrected for wind
2. Adjust thrust, maintain speed constant
3. Check vertical rate
After the NDB
During descent:
1. Monitor DME distance
 2. Each NM, check altitude. Apply corrective actions if required

Example: At D8.0

Altitude: 1940 feet,

Calculated altitude: 1990 feet,
Altitude deviation: -50 feet.
Pitch correction is 1° per 100 feet, until next check
We will induce a +0.5° pitch change
Approaching minima

Aircraft is not on runway centerline, this is perfectly normal.

Approaching minima:
1. Stand ready to disengage autopilot if engaged.
2. Check DME is around expected distance
3. Verify visual references are acquired
Under no circumstance descent should be continued below MDA without visual.
As missed approach point (MAP) is not at the end of our descent, wait before going-around by stopping the descent at MDA.
PAPI is indicating we are too high
Pay attention to the fact that RWY11 PAPI is set for a 3.00° glideslope.
After disconnecting A/P, land visually
RNAV Overlay
For example, when we consider this approach:
 Final approach fix: STE
 Step down fix: 58STE
 Missed approach point: LOWW11
It can be interesting to determine distance checkpoint based on 58STE and MQ11:
Dist to 58STE 5.0 4.0 3.0 2.0 1.0 58STE
Altitude 4750 4400 4050 3700 3350 3000

Dist to LOWW11 6.0 5.0 4.0 3.0 2.0 1.0

1250 900
Altitude 2650 2300 1950 1600
(if RWY in sight) (if RWY in sight)

Altitude to be lost per NM is determined by dividing ROD at GS=120 divided by 2.

ROD at GS=120 is 701fpm, and then altitude to be lost per NM is 350 feet.

See below mapping of this approach on ND:

Note that Airbus will not follow charts to name missed approach point.
Final track is not runway axis, this is perfectly normal.

Perform an ILS approach (A320) [PDF]

Initial situation and setup

Aircraft preparation
During the approach phase of your flight, you must configure your aircraft for the ILS approach.
1. Take the ILS frequency from charts : configure your radio navigation receiver in the FMC
2. Take the ILS course and interception altitude of the localizer from charts : configure the course and configure your
descent to this altitude
Aircraft state
Before joining the localizer, you must check the following points:
1. Aircraft speed shall be reduced to between 180KT and 220KT.
2. Aircraft descent altitude shall be set to the interception altitude of the localizer published on charts.
3. Aircraft flaps are set to position 1
4. If you want to perform an automatic ILS approach, the APP button shall be activated
5. Set auto brake to adequate value
When performing an ILS approach, you must establish the localizer before the glide path.
You can consider being established when the indicator is staying at the central position ± 1 bullet.
If you are far from the localizer path and glide path, all ILS indicators are set to maximum deviation and remain at this
position (like the image hereunder). If you are close to the path, the indicator shall move to the central position.

When the localizer indicator is on the left it means that the localizer path is on the aircraft’s left, or the aircraft is on the right
of the localizer path.
An ILS approach can be performed manually by the pilot. The use of autopilot is not mandatory
Flying the ILS
Establishing on the localizer
When the localizer indicator is moving to the central position, you must turn toward the runway.
You must adjust your heading in order to keep the localizer indicator near the centre position.
By doing so, you will keep the runway alignment until touchdown.
In the picture hereunder, you can notice:
1. The localizer indicator is near the centre bar (red). You are established on the localizer.
2. The glide indicator is still at the maximum deviation (green). You are still below the glide path.

When the glide indicator is on the top it means that the glide path is above the aircraft or the aircraft is below the glide path.
During normal ILS approach, you must always intercept and establish on the localizer when the glide path indicator is on top
or above the middle (like the image above n°2).
The spoilers can be armed at this stage.
The runway can be seen now (depends on the weather, distance)
Establishing on the glide path
When the glide path indicator is moving to the central position, you must initiate your descent:
1. Reduce the power and speed down to 160kt
2. Set the flaps to position 2
3. Set gear leveller to down position. And check that the gear feedback indicators are green
4. Maintain localizer and glide path indicator near the centre position.
5. Check your vertical speed indicator. The approximate value can be calculated for 3-degree descent angle: ground
speed x 5. (example: 120kt x 5 = 600ft/min).
You must adjust your pitch and power in order to keep the glide path indicator near the centre position.
By doing so, you will maintain a constant descent until the short final.
When localizer and glide path indicator are located near the middle of the indicator, you can consider the ILS being
established.
Check point at the outer marker
When stabilized on the ILS, it is time to check your approach progress:
1. Locate on your charts the intermediate altitude check mainly located at the outer marker (OM on chart).
2. Check the altitude when reaching this point (it can be a DME distance or navigation aid reference)
3. Set final approach speed and flaps. Here set 140kt and select position 3 or FULL.

In the example, the altitude to check is 1760ft at 4NM DME of TBN radio navigation aid.
When the descent rate is stabilized, the approach speed should be reduced to the final approach speed.
Approaching decision altitude
When you will be on short final, it is time to decide to land or go around, after the Missed Approach Point.
1. Check on your charts the decision altitude (on chart you will find mainly ILS CAT I decision altitude)
2. Program your go around altitude on the autopilot panel.
3. Check that the aircraft speed is stabilized at the target speed and disable auto throttle for final landing
4. When reaching decision altitude, you need to decide to land or go around. At this time, you must disconnect the
autopilot if it is still engaged
At decision altitude, if you see the runway or 3 consecutive approach lights on the ground, you can continue the ILS
approach, if you don’t have this visual reference, you must go around.
The aircraft must be stabilized on final in landing configuration at least 1000 ft above the ground. The pilot in command shall
not hesitate to go around if his aircraft is not stabilized on final, or the approach speed is excessive.

Perform a Circling approach (A320) [PDF]

Theoretical aspects
Aircraft manual standard operating procedures

Lateral flightpath
First we need to be established on the instrument approach you have chosen to acquire visual references.
In this case we have chosen a precision ILS CAT I approach. We could have chosen a non-precision approach such
as VOR or NDB approach.
High precision ILS CAT II and CAT III approaches are not eligible for circle-to-land manoeuvres and subsequently,
CAT I approach must be selected.
Circling minima should normally be the same for all the approach procedures of an airport.
We will find our aircraft established on the localizer a few moments before reaching our MDA.
Upon reaching our MDA or the MAPt, we will open by performing a 45-degree turn either to the left or to the right
and remain on this new course for 30 seconds.
Then we will turn toward downwind and we will continue like any visual pattern (start timer across threshold, base turn and
final).
The opening can only be made given the pilot has acquired runway visual references and estimates he can maintain visual
contact during the whole manoeuvring. Otherwise a go-around must be initiated.
If there is no restriction on the chart prohibiting a direction to perform the circle-to-land, try as much as possible to
select the direction using this list of priority:
 If landing is intended on a runway which is not the reciprocal QFU, the shortest way to achieve final.
 The downwind leg which is not the published one for VFR flights
 Turn as to keep the runway on your left side (captain) / right side (FO) for better visibility
Vertical flightpath
Our aircraft will be descending, established on the final approach course and the pilot flying should level his aircraft when
clear of clouds, at the latest reaching the MDA.
The instrument approach final descent shall not be continued below MDA, even with visual references.

Since a circle-to-land is generally at low height (typically 700ft AGL) compared to visual traffic patterns (standard on A320 is
1500ft AAL), final descent should be initiated on final leg.
Remember, you may accept a positive deviation but you must never descend below MDA unless you are in position to
perform final descent (normally not before entering base turn).
Speed management
As the aircraft is performing an indirect approach, the pilot flying should operate a stabilized approach.
However, since we need to manoeuvre the aircraft, we will not prepare our aircraft in the landing configuration.

For the Airbus A320, we will maintain:

  F-speed until last turn to final, meaning about 145 IAS, and allowing a standard 25° bank angle.
 Final approach speed Vapp when established on final.
Speed is critical, in particular when auto thrust is not used. Attention to aircraft energy is important!
Preparatory work
Scenario
Approach will be HDAM ILS RWY27 Circling RWY09

 Minima for CAT C: DA - 850’ (DH - 827’)

 Required visibility for CAT C: 2400m
 Missed Approach Point: 5NM DTI VOR
 Prohibited Sector: Yes, northern
 Opening Turn: 45° Left (Toward south)
 Maximum IAS: 180 kts
Lateral path calculations
Remain in the 4.5NM-protected circling area (CAT C) independently of your calculations.
The opening leg is always 30 seconds and there is no wind correction.

The outbound time requires an easy calculation:

Abeam threshold, we will start the timer for a duration of 25 seconds
This duration can be corrected for wind with a simple rule as follows (not considered in this example):
 +1 second per headwind knot
 -1 second per tailwind knot
Review appropriate documentation to determine headwind/tailwind component calculations.
Vertical flightpath
Using the previous method to determine the lateral flightpath, you do not need to perform calculations regarding
your descent.
At the end of the final turn, you should be in position for a 3-degree standard descent.
In addition, most runways are equipped with visual guidance systems such as PAPI.
Remember: the final descent should be initiated only when in position to do so at a correct sink rate and established on the
runway axis
Flying the circle-to-land
Even though we rely on instruments, you must acquire, maintain and use visual references!
End of ILS approach
At this point, the following aircraft configuration has to be set while descending established on the ILS:
 Aircraft is at F-speed (approx. 140kts)
 Aircraft is Flaps 3 and Gear is down.
 Minima are identified: 850 feet in this case.
 VOR1 is set to DTI VOR/DME to determine when MAPt is reached.

When reaching MDA, level off the aircraft.

You see the runway and consider the whole circling achievable in regard to visual flight. In that case you may enter
into the opening leg. Check every circling steps (downwind, base and final).
Use the FPV (Flightpath Vector) also named “The Bird” if available for enhanced flight accuracy
If you do not see the runway, you may proceed until the MAPt at MDA before initiating a go-around.
You may also stop the descent at a higher altitude than the MDA (Recommended on unmanned facilities)
Opening leg
When you are confident about performing the circling, perform the opening by turning to the left (in this case) by 45
degrees.

We were established on course 269°.

Our new course will be 224°.
As soon as wings are leveled, start timer.
As briefed, leg time is 30 seconds.
Do mind the wind to not get pushed onto the runway because of the drift. It will result in an overshoot when performing the
last turn to final.
Aircraft remains in the same configuration.
Downwind leg
At the end of timer, perform a 45 degree turn toward the runway to enter downwind.
We were established on course 224°.
Our new course will be 269°
When flying abeam threshold (confirm visually), start timer
Leg time using previous formula is 25 seconds.
Wind will lead to a corrected time of 23 seconds.
Optimum lateral distance with runway is 2.2NM. Adjust!
Aircraft remains in the same configuration.
If you are flying an advanced depiction of this aircraft, select arrival runway and activate secondary flightplan.
Base and final leg
At the end of timer, perform base turn starting with a 20-degree bank angle.

At half of the turn but not before:

 Select Flaps for landing
 Reduce speed to approach speed
You may check at half turn that your distance to the runway centerline is good: at 140kts, the optimum value is 0.7NM.
Adjust turn speed by modifying bank angle (max value is 25°).
At the end of the turn, visually adjust your position with the runway.
Normally you should be a bit below the normal descent path.
Do not initiate descent below MDA if not established on final leg or if position is uncertain.
Use any means to confirm your descent:
 Visual guidance such as PAPI
 Instrumental references
Do not forget your landing checklist!
Map of the flightpath

Case of aborted approach and go-around

In case of aborted approach (which can be due to loss of visual references), the situation is critical!
Your reaction is subsequent to your position in the circling:
 Before being abeam the runway threshold, turn toward the airfield and rejoin the original instrument approach
published missed approach path.
 If you are at a later stage, turn toward the airfield, climbing in circles while remaining in the protected area and
rejoin as soon as possible a suitable course toward the missed approach path.
 In case of go-around on final, perform a standard visual traffic pattern.
If unable, climb using maximum rate of climb to safe altitude, in circles to remain in the protected area.

Perform a VPT approach (A320) [PDF]

Theoretical aspects
Aircraft manual standard operating procedures
Lateral flightpath
Following your instrument approach, when approaching the MAPt, you will have to follow a prescribed flightpath as
accurately as possible.
It will generally have the shape of a standard circling approach.
Mainly, it will be based on visual references that may be given subsequently by your approach chart.
However, you may find radio-navigation means references such as DME distance to help you as well as computed length of
segments.
Since we will deal with a typical VPT, here are some particular examples.

Examples: VPT26 Basel LFSB & VPT20 A Ajaccio LFKJ

Having the specified meteorological conditions is critical to ensure safety since the volume of protection associated with this
approach is very limited compared to typical IFR protections.
However, contrary to a circle-to-land, a VPT does not require the runway to be in sight, but the pilot
should only have ground surface in sight to begin the manoeuvre.

We will not deal with RNAV visual approaches, which enable the pilot to set waypoints in his GPS/FMS in order to track
accurately the new flightpath. Such an example can be found below: LFBD – Bordeaux
Vertical flightpath
Our aircraft will be descending, established on the final approach course and the pilot flying should level his aircraft when
clear of clouds, at the latest reaching the MDA.
The instrument approach final descent shall not be continued below MDA, even with visual references
Since a VPT is generally at low height (typically 700ft AGL) compared to visual traffic patterns (standard on A320 is 1500ft
AAL), final descent should be initiated on final leg
Remember, you may accept a positive deviation but you must never descend below MDA unless you are in position to
perform the final descent (normally not before entering base turn).
Some procedures may include a vertical profile, which are to be followed visually.

Example: VPT20 A Ajaccio LFKJ

RNAV visual approach requires a computed descent path to be provided to the pilots
Speed management
VPTs generally have a lower speed restriction than the general regulations. Always pay attention to the chart and these
restrictions, in particular for the last turn.
As the aircraft is performing an indirect approach, the pilot flying should operate a stabilized approach.
However, since we need to manoeuvre the aircraft, we will not prepare our aircraft in the landing configuration.

For the Airbus A320, we will maintain:

 F-speed until last turn to final, meaning about 145 IAS, and allowing a standard 25° bank angle.
 Final approach speed Vapp when established on final.
Speed is critical, in particular when auto thrust is not used. Attention to aircraft energy is important!
Missed approach
A VPT is always provided with a specific missed approach which can be:
 Entering again into the VPT procedure to attempt a new approach immediately. In this case the missed approach is
visual.
 An instrument missed approach leading to a full new instrument procedure from an IAF.
Preparatory work
Scenario
Approach will be LFST ILS 23 VPT RWY 05
  CAT C Minima: MDA - 1150’ (645’ AGL)
 Required visibility for CAT C: 2400m
 Missed Approach Point: 5.5NM STR DME
 Opening Turn: 45° Left
 Maximum IAS: 180 kts
Prescribed tracks
We will determine together how to make sure we are following the prescribed tracks properly, using various methods and
instruments to confirm our position during the manoeuvring on each segment.
For a better understanding, we are going to split the VPT in 4 segments:
 Leg 1) Opening leg: track 182° and 4.2NM
 Leg 2) Downwind leg: track 227° and 2.5MN
 Leg 3) Base turn
 Leg 4) Final
Visual references
You must focus primarily on navigating visually.
For each leg, we can highlight:
 Leg 1) we will remain off the right of a railroad and will try to reach the western side of Fegersheim.
 Leg 2) right before Fegersheim, we will turn downwind as to remain off the right of some villages.
  Leg 3) the base turn should be initiated upon crossing a road, before some lakes, and adjusted to fly abeam a village
off our right
Timing
This method can be used if it has been prepared carefully before carrying out the procedure
This method should only be applied to help the pilot positioning his aircraft. He should focus primarily on visual references. It
requires the speed of the aircraft to be constant!
In this example, our aircraft ground speed will be roughly 145 knots. Mind the wind!
For each leg, we will determine the duration of the segment. Remember to start the timer accordingly!

 Leg 1) with GS=145kt, a/c flies 0.41 NM/min thus 4.2NM is flown in 1 min 44 seconds
 Leg 2) this segment is 2.5 NM long thus shall be flown in 1 min 2 seconds
Radio-navigation references
Radio-navigation aids may help you to make sure you are on the right flightpath. Use them wisely
For each leg, we can highlight:
 Leg 1) we should be around radial 090 at the end of the segment.
 Leg 2) we should be around radial 137 at the end of the segment.
 Leg 3) the base turn should be adjusted in order to overfly STR VOR at the end of the turn
 Leg 4) the final leads you to be established on radial 047 of STR VOR
Vertical flightpath
As this is a typical VPT, there is no need to descend since you will be naturally at the good height to perform the final descent
at the end of the base turn.
Remember: the final descent should be initiated only when in position to do so at a correct sink rate and established on the
runway axis.
Most airfields equip the runway which requires performing a VPT with a visual guidance such as a PAPI.
Remember to check the descent slope they are set to.
Flying the VPT
Even though we rely on instruments, you must acquire, maintain and use visual references!
End of ILS approach
At this point, the following aircraft configuration has to be set while descending established on the ILS:
 Aircraft is at F-speed (approx. 145kts)
 Aircraft is Flaps 3 and Gear is down.
 Minima are identified: 1150 feet in this case.

When reaching MDA, level off the aircraft.

You consider the whole circling achievable in regard to visual flight. In that case you may enter into the opening
leg. Check every circling steps (downwind, base and final).
Use the FPV (Flightpath Vector) also named “The Bird” if available for enhanced flight accuracy
Remember! A VPT only requires to have the ground surface in sight.
You may also stop the descent at a higher altitude than the MDA but no more than 200 feet.
Opening leg
When you are confident about performing the circling, perform the opening.

We were established on course 227°.

Our new course will be 182°
If you do use timing as a follow-up, remember starting the timer right after initiating the turn.
Do mind the wind to not get pushed onto the runway because of the drift. It will result in an overshoot when performing the
last turn to final.
Aircraft remains in the same configuration.
Remember to closely monitor your position with the published tracks visually.
  Entzheim on the right
 Geispolsheim on the left
Downwind leg

At the end of the segment, turn toward downwind when you are sure about the aircraft’s position
On this picture we can see the village of Fegersheim and the railroad going through.
If you are flying an advanced depiction of this aircraft, change arrival runway during downwind (if able).
Base leg
When you are arriving at the end of the downwind leg, again check the aircraft’s position.

Various ways to make sure we are at the end of the downwind leg:
 we can see the two lakes we talked about.
 we can see we are about to overfly radial 137 of STR VOR.
 we are about to cross the small road before the base turn.
At half of the turn but not before:
 Reduce speed to approach speed
 Extend flaps completely
Final leg
At the end of the turn, visually adjust your position with the runway.
Normally you should be a bit below the normal descent path. Do not be too slow to correct your attitude.
Do not initiate descent below MDA if not established on final leg or if position is uncertain.
Use any means to confirm your descent:
 Visual guidance such as PAPI
 Instrumental references
Do not forget your landing checklist!
Map of the flightpath

Case of aborted approach and go-around

In case of aborted approach (which can be due to loss of visual references), the situation is critical!
VPTs include a missed approach path, usually leading to join the downwind leg.
If unable, climb using maximum rate of climb to safe altitude, in circles to remain in the protected area.