Airbus A320 | Tutorial | Circle to Land Approach | A Step-by-Step Guide
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- Опубликовано: 19 апр 2023
- Get ready to soar to new heights with our step-by-step guide to mastering the Circle to Land Approach in an Airbus A320! Join us for an exhilarating ride as we share the insider tips and tricks to help you navigate this challenging maneuver like a pro. Buckle up and let's take flight!"
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The best video on youtube for this type of approach. I was able to set the fmc up and complete the approach into Tivat Airport rwy 14 following this video fantastic well done sir thank you
Your video is very helpful,I did circle to land on the A320 sim,thanks a lot keep the good job.
Glad it helped
Very nice and informative video. Thank you very much.
Thanks! Glad it was helpful!
Thanks for the explanation. A pity that you cut out the exit of the hold. How did you do that?
Great video :)
Thanks Sobin!
You are the best.
Thanks! 🙏🏽
Halo ,
please make step by step how to do visual approach ?
Hello,
Yeah sure we can do that.
Sometimes with strong head or tail wind it is necessary to correct the timing
Indeed
Very nice video sir, appreciate a small video on spoilers/speed brakes arm/disarm and it's use in air/ground.
Best regards
Thanks, I’ll try and incorporate that into a future video
Excelent, Can you do a single engine circle to land please.
We’ve already done single engine landings and go around a single engine circle to land is something we’ll think about
Great Video ! very well explained! thanks!!
In another ocassion it would be interesting learn or see how to land using crab technique with crosswind and the bird ( i dont know if its useful the bird with crosswind to land or mainly everything is visual with practice).
Thanks!!!
Hello
The crab technique usually is a natural occurrence when approaching the runway during a crosswind situation, one would usually follow the flight directors as they help guide the ac down to centerline and once visual is confirmed with the runway use the TRK|FPA to maintain the runway track until it’s time to flare and land. Remember to ALWAYS deflect the ailerons into the direction of the wind to prevent the crosswind from lifting the windward wing causing the wing tip and engine nacelle of the other side to strike the ground. This can only come with practical practice, patience & time :)
@@waypointsaviation Is it possible to try to land using the TPA and the bird with PA1 ( pilot automatic) when start the turning to the land runway and using the Track Knob to put ok the correct track of the runway ? I mean only using manual landing when you can se the runway almost straigh ahead and then disactivate the PA and using visual? Or with that method the A320 dont get enough turning rate ( 25 degress) by itself?
Thanks!
@@wadastent6078 You could use the Autopilot to make the turn, but since you're transitioning from a Precision Approach to a Non-Precission Approach, the procedure recommends that you disengage the Auto-Pilot and Hand Fly the A/C down to the runway... Which is more fun! ;)
Please talk about UPset recovery and windshear recovery
We'll work on that
Thanks for flying in my home airport. You flew over my house haha. 1 question - normally you would need to be stable at 1,000 ft - now you had the final turn into rw9 at 800 ft - at what height was it now mandatory to be in a stable phase?
Hello
At around 10:45 in the video you'll notice that we put the gear down and go to Flaps 3 well before reaching 1000 feet, keep in mind the A320 can also land with Flaps 3 so in essence we have stablized before 1000 feet, its just that to maintain F Speed for the maneuver we keep it at Flaps 3 and go to Flaps Full later cause we've transitioned from a Precision ILS approach to a Visual Approach so the procedure changes a little bit.
Hope this helps!
@@waypointsaviation yes! Thank you for your prompt reply again. That helps!
Hi...
Captain when you are in cruise and start to decend how to know the decend angle or FPA ( vertical speecd) appropriate for the approach?
Again am not a pilot 😐
We usually descend at 2.5 Degrees to 3 Degrees Maximum
If PF is the FO. , do we do this procedure to the left?
Hi,
Whether an aircraft flies a left downwind or a right downwind pattern depends on several factors, including the air traffic control instructions, the airport's traffic pattern, and the specific runway in use. Here are some key points to consider:
1. Traffic Pattern: Most airports have a standard traffic pattern for arriving and departing aircraft. This pattern is typically based on the prevailing winds and local procedures. At many airports, the standard traffic pattern involves left-hand turns for both takeoffs and landings. In this case, aircraft will typically enter a left downwind pattern when landing.
2. Right Traffic: However, there are situations where right traffic patterns are used. Some airports have right traffic patterns due to geographic or operational reasons, especially if the airport has parallel runways. In such cases, aircraft may be instructed to fly a right downwind pattern for landing.
3. Air Traffic Control: Air traffic controllers will provide instructions to aircraft for entering the traffic pattern and making turns, including whether to fly a left or right downwind. Pilots are expected to follow these instructions for safe and orderly operations.
4. Runway in Use: The specific runway in use can also determine whether a left or right downwind pattern is used. If the airport has multiple runways, the choice of runway for a specific operation (landing or takeoff) may dictate the direction of the traffic pattern.
5. Noise Abatement: Some airports implement noise abatement procedures that may require specific traffic patterns to minimize the impact of aircraft noise on nearby communities. These procedures can include the use of either left or right traffic patterns.
In summary, while left downwind patterns are common at many airports, aircraft may be required to fly a right downwind pattern based on the factors mentioned above. The choice of pattern is influenced by safety, air traffic control instructions, airport layout, and local procedures. Pilots and air traffic controllers work together to ensure that traffic patterns are established and followed in a way that promotes safe and efficient aviation operations.
Hope this helps :)
3:50 Hello Captain. Can you explain us by details what is this and why you doing this? Because I cannot understand this part at all
Hey,
Ok, when we are doing a visual approach to a runway and we’re flying downwind (the opposite direction of the runway we’re planning to land on) when we get to the edge of the runway, we can’t just turn and land, we need some kind of a way to determine a safe distance at which we can turn, intercept the runway, line up and establish on a descent safely. How do we judge how far or little out we need to fly before we turn? Airbus gave us this formula to help figure that out. For every 100 feet you are above the ground you fly 3 seconds. We are at 1500 feet therefore (15 x 3 = 45) so we would need to fly outbound for 45 seconds and that would give us enough distance away from the runway (not too far not too close) to safely turn and land. In addition to this we add one second for every knot of headwind we have and we deduct one second for every knot of tailwind we have.
Hope this helps, feel free to let’s us know if you still need some clarification.
So Captain in your example that you just gave me, abeam threshold we push the chrono for 45 sec ??
@@SpaceOdyssey- Yes that is correct.
Quick question, why would they want you to fly the ils but land on the other side ?? Wouldn’t you just fly a visual approach on the other side to start with ??
In aviation, the decision to execute a Circle to Land procedure instead of a straight-in visual approach can be influenced by various factors:
1. **Runway Configuration**: Sometimes, the runway in use might not align well with the approach direction, or the runway might be too short for a straight-in approach. In such cases, it's safer and more efficient to execute an instrument approach, such as an ILS (Instrument Landing System) or a GPS approach, to a nearby runway, followed by a circle maneuver to land on the desired runway.
2. **Weather Conditions**: If the visibility or cloud cover is low, pilots may need to use instrument approaches like the ILS to ensure safe separation from terrain and other aircraft. Once they have visual contact with the runway, they can circle to land in better visibility conditions.
3. **Air Traffic Control Instructions**: Air traffic control may direct aircraft to execute a circle to land procedure due to traffic sequencing, airspace constraints, or to accommodate other arriving or departing traffic.
4. **Terrain and Obstacles**: In some airports, surrounding terrain or obstacles may restrict the possibility of a straight-in approach to a particular runway. In such cases, a circle to land procedure allows the aircraft to maneuver safely around obstacles before aligning with the runway for landing.
While visual approaches are common and preferred when conditions permit, instrument approaches like the ILS provide additional precision and guidance, especially in adverse weather conditions or in airports with complex layouts. Therefore, the decision to fly an ILS approach followed by a circle to land maneuver is often made to ensure safety, efficiency, and compliance with air traffic control instructions.
@@waypointsaviation thank you
Hi,
On a slightly different topic, I'd like to know the timing to initiate a turn.
Example, I'm following a VOR course 354° at LfMN for a visual approach, and I need to turn right onto the runway 4L with an inbound course 43°.
I can determine the bank angle and time necessary for the turn but how woulld I know when to initiate the turn?
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Ate you able to answer my question?
@@ro4526 Usually at the published minimums is a good idea to start the turn or perform a GA... But why a VOR approach to visual when the Rwy is equipped with ILS & RNAV?