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the FCU. A speed below the manoeuvring speed of the present configuration may be selected
provided it is above VLS. When the ATC speed constraint no longer applies, the pilot should push
the FCU speed selector to resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate the approach
phase. This will ensure further proper speed deceleration when resuming managed speed;
otherwise the aircraft will accelerate to the previous applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient.
In this case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors
overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:
• The increase in VLS with the use of speedbrakes
• The limited effect at low speeds
• The auto-retraction when selecting CONF 3 (A340 only) or CONF Full.
Note: Depending on PRIM standard, the speedbrakes can still be extended in CONF 3
(A340) and CONF FULL, but the F/CTL SPD BRK STILL OUT ECAM caution will be
triggered.
INTERCEPTION OF FINAL APPROACH COURSE
To ensure a smooth interception of final approach course, the aircraft ground speed will be
appropriate, depending upon interception angle and distance to runway threshold. The pilot will
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 4/10
FCTM 17 JUN 09
refer to applicable raw data (LOC, needles), XTK information on ND and wind component for the
selection of an appropriate IAS.
If ATC provides radar vectors, the crew will use the DIR TO RADIAL IN facility.
This ensures:
• A proper F-PLN sequencing
• A comprehensive ND display
• An assistance for lateral interception
• The VDEV to be computed on reasonable distance assumptions.
However, considerations should be given the following:
• A radial is to be inserted in the MCDU. On the following example, the final approach course is
090 ° corresponding to radial 270 °.
• Deceleration will not occur automatically as long as lateral mode is HDG
When established on the LOC, a DIR TO should not be performed to sequence the FPLN as this
will result in the FMGS reverting to NAV mode. In this case, the LOC will have to be re-armed and
re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is PRIMARY or if the
navigation accuracy check is positive.
use of dir to radial in facility
If ATC gives a new wind for landing, the crew will update it on MCDU PERF APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the approach modes
when applicable.
FINAL APPROACH
Applicable to: ALL
FINAL APPROACH MODE ENGAGEMENT MONITORING
The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully managed
NPA or will select the Final Path Angle (FPA) reaching FAF for selected NPA. If the capture or
engagement is abnormal, the pilot will either use an appropriate selected mode or take over
manually.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 5/10
FCTM 17 JUN 09
FINAL APPROACH MONITORING
The final approach is to be monitored through available data. Those data depends on the
approach type and the result of the navigation accuracy check.
Approach type Navigation accuracy check Data to be monitored
ILS - LOC, GS deviation, DME and/or OM
Managed NPA GPS primary VDEV, XTK and F-PLN
Managed NPA Non GPS PRIMARY VDEV, XTK, Needles, DME and ALT
Selected NPA Accuracy check negative Needles, DME and ALT, Time
SPEED CONSIDERATION
VAPP
The approach speed (VAPP) is defined by the crew to perform the safest approach. It is function
of gross weight, configuration, headwind, A/THR ON/OFF, icing and downburst.
In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page, once tower
wind and FLAP 3 or FLAP FULL landing configuration has been inserted (VAPP = VLS + max of
{5 kt, 1/3 tower head wind component on landing RWY in the F-PLN}).
The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if landing is
performed with A/THR OFF, with no wind, no downburst and no icing.
He can insert a higher VAPP in case of strong suspected downburst, but this increment is
limited to 15 kt above VLS.
In case of strong or gusty crosswind greater than 20 kt, VAPP should be at least VLS +5 kt; the
5 kt increment above VLS may be increased up to 15 kt at the flight crew's discretion.
　
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