It is better to calculate instead of usind the EST LDW from the flight plan. You can use this simple method:
1. FOB - DEST EFOB
2. GW - the result above
3. add 200kg just in case
Flaps 3 is preffered since it saves fuel, but...
It is better to use FLAPS FULL in the following conditions:
- Turbulent, windshear or tailwind conditions are expected.
- Short runways.
- GS greater than 3º.
- Brakes will not have enough time to cool during turnaround (flaps 3 = landing a bit faster = more braking action)
- Remember, when using flaps 3, nose pitch will be slightly higher, so that would not be helpful on low visibility. Also for this reason, on flaps 3, less back pressure is required on the sidestick for flare.
- QNH, TEMP, WIND from METAR
- TRANS LEVEL: If charts say "by ATC", but ATC not avail, use following method as a generic example:
500ft above TA if QNH between 1032 and 1050
1000ft above TA if QNH between 1014 and 1031
1500ft above TA if QNH between 996 and 1013
2000ft above TA if QNH between 978 and 995
2500ft above TA if QNH between 960 and 977
3000ft above TA if QNH between 942 and 959
- BARO vs RADIO: Radio altimeter is only used on CATII/III. For CATI/NPA Baro is used. Check charts.
A320/A319 are CAT C, and A321 is CAT D if MLW between 75.5T and 77.8T, otherwise C as well.
- Finally select LDG CONF.
ENG OUT ACC will be the MSA or the MISSED APCH altitude, whichever is lower.
A useful usage for the secondary flight plan would be to prepare any approach change/parallel runways...