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The crew will bear in mind that the wind entered in MCDU PERF APPR page considers the
wind direction to be in the same reference as the runway direction e. g. if airport if magnetic
referenced, the crew will insert magnetic wind.
The wind direction provided by ATIS and tower is given in the same reference as the runway
direction whereas the wind provided by VOLMET, METAR or TAF is always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or DES phase. Once
the approach phase is activated, VAPP is computed using current gross weight.
Managed speed should be used for final approach as it provides Ground Speed mini (GS mini)
guidance, even when the VAPP has been manually inserted.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 6/10
FCTM 17 JUN 09
GROUND SPEED MINI
PURPOSE
The purpose of the ground speed mini function is to keep the aircraft energy level above a
minimum value, whatever the wind variations or gusts.
This allows an efficient management of the thrust in gusts or longitudinal shears. Thrust
varies in the right sense, but in a smaller range (± 15 % N1) in gusty situations, which
explains why it is recommended in such situations.
It provides additional but rational safety margins in shears.
It allows pilots "to understand what is going on" in perturbed approaches by monitoring the
target speed magenta bugs: when target goes up = head wind gust.
COMPUTATION
This minimum energy level is the energy the aircraft will have at landing with the expected
tower wind; it is materialized by the ground speed of the aircraft at that time which is called
GS mini:
GS mini = VAPP - Tower head wind component
In order to achieve that goal, the aircraft ground speed should never drop below GS mini
in the approach, while the winds are changing. Thus the aircraft IAS must vary while flying
down, in order to cope with the gusts or wind changes. In order to make this possible for the
pilot or for the A/THR, the FMGS continuously computes an IAS target speed, which ensures
that the aircraft ground speed is at least equal to GS mini; the FMGS uses the instantaneous
wind component experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VFE-5 in case of very strong gusts, by VAPP in case of
tailwind or if instantaneous wind is lower than the tower wind; below 400 ft, the effect of the
current wind variations is smoothly decreased so as to avoid too high speeds in the flare (1/3
of current wind variations taken into account).
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 7/10
FCTM 17 JUN 09
USE OF A/THR
The pilot should use the A/THR for approaches as it provides accurate speed control. The pilot will
keep the hand on the thrust levers so as to be prepared to react if needed.
During final approach, the managed target speed moves along the speed scale as a function
of wind variation. The pilot should ideally check the reasonableness of the target speed by
referring to GS on the top left on ND. If the A/THR performance is unsatisfactory, the pilot should
disconnect it and control the thrust manually.
If the pilot is going to perform the landing using manual thrust, the A/THR should be disconnected
by 1 000 ft on the final approach.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
APPROACH GENERAL
A330/A340 FLEET NO-100 P 8/10
FCTM 17 JUN 09
GO-AROUND ALTITUDE SETTING
When established on final approach, the go-around altitude must be set on FCU. This can be done
at any time when G/S or FINAL mode engages. However, on a selected Non Precision Approach,
i.e. when either FPA or V/S is used, the missed approach altitude must only be set when the
current aircraft altitude is below the missed approach altitude, in order to avoid unwanted ALT*.
2TRAJECTORY STABILIZATION
The first prerequisite for safe final approach and landing is to stabilize the aircraft on the final
approach flight path laterally and longitudinally, in landing configuration, at VAPP speed, i.e:
• Only small corrections are necessary to rectify minor deviations from stabilized conditions
• The thrust is stabilized, usually above idle, to maintain the target approach speed along the
desired final approach path
Airbus policy requires that stabilized conditions be reached at 1 000 ft above airfield elevation in
IMC and 500 ft above airfield elevation in VMC.
If, for any reason, one flight parameter deviates from stabilized conditions, the PNF will make a
callout as stated below:
　
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