ISS.

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 CD -+f---- 20k t Vapp = 130kt
MAG WING = 090/20kt
o
o --+++++--- 50k t
'"'o
N
I ®
<Xl
I --Okt
-'
-'
=> ®
'"
I
~ -+f---- 20k t
'"
U

Conventional selected speed GS mini function

hold function

1:t
(1) Headwind 20 kt (1) Headwind 20 kt

1~ N1 = 55%
Speed Target 130 kt
N1 = 55%
IAS target 130 kt
120 120

(2) Headwind increases to 50 kt (2) Headwind increases to 50 kt

160-
* Current speed increases 160-rJ * IAS target and current
_ speed increases.
-
* Speed Trend is going
up. * Speed trend is going up.
140t: l40t:
* Thrust will be reduced * Thrust will be increased

120-
-

N to IDLE in order to
match the speed target
which remains
unchanged.
-

120-
- -

(3) Headwind decreases to 0 kt (3) Headwind decreases to 0 kt

- * Current Speed drops - * Current speed drops

down down from a higher
140- 140f speed.
* Speed Trend goes

120t
-
N down.
* Thrust is initially low
and can be close to
120-
-

N * Target speed drops

down to VAPP
* Speed trend goes down.
- IDLE. -
* Thrust is initially high.
= = = > NC energy is low. Thrust has to be = = = > NC energy is high. Thrust has to
significantly increased. be smoothly reduced.

FCOM Bulletin N° 820/1 Page 2 of 7

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 Ground speed mini function provides all the information necessary to manage the thrust
smoothly and efficiently during the approach, in the event of gusts or horizontal windshears.

I BASIC COMPUTATION I
Wind is a key factor in the ground speed mini function.

TOWER WIND
It is the MAG WIND entered in the PERF approach page. It is the average wind as provided
by the ATIS or the tower. Gusts are not inserted; they are taken into account during ground
speed mini computation.

RUNWAY 27
FROM AI101~ DEST APPR
TIME SPD/ALT QNH FLP RETR FINALI1
OD LFB015R 0000
H146<>
---/ 490 ~ OD ITIIJ F=145 ILS27R ~
BRG143"" 5NM TEMP SLT RETR MOA
]0
~ TOU/08<- 02 250/* 3360 ~ ~ [ S=188 [ ]
~
(SPD) TRK300 D 9 MAG WING CLEAN OH
'"''"'
N 0 (LIM) 250/ FL100 ~ 0 090°/30 0=200 [ ] ~
o C300° 7 TRANS ALT LOG CONF
o
~ TOU ~ ~ [ ] ~
'"'o,
298/ FL120 CONF3*
LMG2D 22 VAPP VLS
N 0 AGN 09 "/*FL120 ~ 0 145 130 FULL ~
'"--', @
DEST TIME
EGLL27R 0124
DIST EFOB
542 6_4
~ @ <PHASE PHASE> ~
--'
::>
H
'",
'"
u

~
t
RUNWAY 27

TOWER HEADWIND COMPONENT

Component of the MAG WIND relative to the FMS runway axis.
The FMS Runway axis is the landing runway axis entered in the F-PLN and indicated on the
PERF APPR page.

CURRENT WIND COMPONENT

Component of the actual wind measured by ADIRS, relative to the aircraft axis.
The three following formulae explain how the approach speed target (lAS target) is computed
using the ground speed mini function. Note that this computation is different for the A320 and
the A319, A321 or A320 with the modification which reduces VAPP (mod 25225).

VAPP COMPUTATION

VAPP COMPUTATION

A320 VAPP = VLS + 5 kt + j OF THE TOWER HEADWIND COMPONENT

A320 with Mod VAPP = VLS + MAX (5, j OF THE TOWER HEADWIND COMPONENT)
25225 A319/ A321
Wind correction limit: mini 0 kt, maxi 15 kt
VAPP may be changed manually by the crew if desired.
The 5 knots increment to VLS is an Airworthiness requirement when autoland is used. (CAT2
- CAT3)
FCOM Bulletin N° 820/1 Page 3 of 7
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 Tower headwind component is counted positively.
In case of a tower tailwind, the wind correction is zero and VAPP = VLS + 5.

GROUND SPEED MINI COMPUTATION

The ground speed mini value is not displayed to the crew, but it is of interest to understand
its principle.

I GS mini = VAPP - TWR HEADWIND COMPONENT I

- The TWR HEADWIND COMPONENT is counted positively.

- Its minimum value is 10 knots
- If the TWR HEADWIND COMPONENT is below 10 knots or if there is a TWR TAILWIND
COMPONENT, GS mini = VAPP -10

APPROACH SPEED TARGET COMPUTATION (lAS target)

Approach speed target, also called IAS target is computed as the higher of :
- VAPP
- GS mini plus current wind component

I IAS target = MAX(VAPP, GS mini + CURRENT WIND COMPONENT)

CURRENT HEADWIND COMPONENT is counted positively. CURRENT TAILWIND

COMPONENT is counted negatively.
No max value limitation exists.

I EXAMPLES I
NORMAL APPROACH
- Approach on Runway 09 - FMS Runway 09
- TWR wind on PERF APPR page: 090/30
- VLS = 130 kt

COMPUTATION A320 (basic configuration) A320 (with Mod 25225)

A319 - A321
1 1
VAPP 130 + 5 + 130 + MAX (5,
VAPP =
= 145 kt
"3 of 30 VAPP =
= 140 kt
"3 of 30)

GS Mini GS Mini = 145 - 30 = 115 kt GS Mini = 140 - 30 = 110 kt

FCOM Bulletin N° 820/1 Page 4 of 7

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 Current wind in IAS target ( <: ) IAS target ( <l )
Approach
A320 (basic configuration) A320 (with Mod 25225)
A319, A321
(a) 090/50 MAX (VAPP, 115 + 50) = 165 kt MAX (VAPP, 110 + 50) = 160 kt
(b) 090/10 MAX (VAPP, 115 + 10) = 145 kt MAX (VAPP, 110 + 10) = 140 kt
(c) 270/10 MAX (VAPP, 115 - 10) = 145 kt MAX (VAPP, 110 - 10) = 140 kt
(d) 090/30 MAX (VAPP, 115 + 30) = 145 kt MAX (VAPP, 110 + 30) = 140 kt

(a)
1
--++«+- 50kt
160-fj
140~
(b)
----+--10kt
160-{ 1
(c) (TAIL WIND)
140-+:J 1Ok t -----+----'
16ol,1
(d)----+-- 30kt
140-=kj
160l,1
140-=kj

CIRCLING APPROACH
The crew will insert (primary F. PLN) the instrument approach to be flown to MDA. The
secondary flight plan should contain final approach for the landing runway with the
associated wind information.
During the circling maneuver, the crew must activate the secondary in order to provide valid
ground speed mini information.

FCOM Bulletin N° 820/1 Page 5 of 7

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 Example:
Instrument Approach on RWY 27
Circling Approach to RWY 09
Winds a) 090/50 kt
b) 090/10 kt
c) 270/10 kt
d) 090/30 kt (TWR wind on PERF APPR)
VLS 130 kt

The 3 formulae give the following results:

1. VAPP = 130 + 5 + Zero* = 135 kt for A320 basic configuration
= 130 + MAX (5kt, Zero*) = 135 kt for A320 with Mod 25225, A319,
A321
* wind is considered as tail wind because RWY 27 is selected in the
F-PLN.
2. GS Mini = 135 - 10 = 125 kt (10 kt default wind value)
3. IAS target = MAX (135, 125 + current headwind component).

CIRCLING APPROACH

(a)
« « ( SOkt

1 ~ (b~
:::11 160
10kt

140
(c) (TAIL WIND)
10kt ------+-- /' /' MDA 27R

160-] (d)~_ _ _ _ -----7''-?/' /' /' /' /'

1401<1 1601:1 '.S' ------+-- 30kt ~

140-]

VISUAL APPROACH INSTRUMENT APPROACH

FCOM Bulletin N° 820/1 Page 6 of 7

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 The IAS target is function of the runway which is selected in the active flight plan.
Let us consider that the aircraft is actually on Final Approach onto Runway 09, the approach
target speed in final will vary as follows in case Runway 27 or Runway 09 are inserted in the
FMS F-PLN :

A320 (basic configuration) A320 (Mod 25225)

A319, A321
Runway 27 Runway 09 Runway 09
selected in the F-PLN selected in the F-PLN selected in the F-PLN
VAPP = 135 kt VAPP = 145 kt VAPP = 140 kt
GS MINI = 125 kt GS MINI = 115 kt GS Mini = 110 kt

IAS TARGET
SELECTED VAPP VALUE
ENCOUNTERED IN FINAL
RUNWAY (pERF APPR GS MINI
IN F-PLN PAGE) WINDS FOR
RUWAY 09
(a) 090/50 165 kt
(1 ) (b) 090/10 145 kt
RUNWAY 09 145 kt 115 kt
A320 (c) 270/10 145 kt
(d) 090/30 145 kt

(1 ) (a) 090/50 160 kt

RUNWAY 27 (b) 090/10 140 kt
140 kt 110 kt
A320 (Mod 25225) (c) 270/10 140 kt
A319, A321 (d) 090/30 140 kt
(a) 090/50 175 kt
(2) (b) 090/10 135 kt
135 kt 125 kt
RUNWAY 27 (c) 270/10 135 kt
(d) 090/30 155 kt

CONCLUSION
If the landing runway inserted in the FMGS F.PLN is different from the actual landing runway,
MANAGED APPROACH SPD shall not be used since the resulting targets may be significantly
too high. (This rule applies wherever the FMS landing runway axis is different by 30° to the
actual landing runway axis).
In this case, select the approach speed directly on the FCU.

FCOM Bulletin N° 820/1 Page 7 of 7

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