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The crew will check that:
• LOC and GS scales and deviations are displayed on PFD
• IDENT is properly displayed on the PFD. If no or wrong ident displayed, the crew will check the
audio ident.
INTERMEDIATE APPROACH
Applicable to: ALL
INTERCEPTION OF FINAL APPROACH
When cleared for the ILS, the APPR pb should be pressed. This arms the approach mode and
LOC and GS are displayed in blue on the FMA. At this stage the second AP, if available, should be
selected.
If the ATC clears for a LOC capture only, the crew will press LOC p/b on the FCU.
If the ATC clears for approach at a significant distance, e.g. 30 nm, the crew should be aware that
the G/S may be perturbed and CAT 1 will be displayed on FMA till a valid Radio Altimeter signal is
received.
FINAL APPROACH
Applicable to: ALL
GLIDE SLOPE INTERCEPTION FROM ABOVE
The following procedure should only be applied when established on the localizer. There are a
number of factors which might lead to a glide slope interception from above. In such a case, the
crew must react without delay to ensure the aircraft is configured for landing before 1 000 ft AAL.
In order to get the best rate of descent when cleared by ATC and below the limiting speeds, the
crew should lower the landing gear and select CONF 2. Speedbrakes may also be used, noting
the considerations detailed in the sub-section "Deceleration and configuration change" earlier in
this chapter. The recommended target speed for this procedure is VFE 2 - 5 kt. When cleared to
intercept the glide slope, the crew should:
• Press the APPR pb on FCU and confirm G/S is armed.
• Select the FCU altitude above aircraft altitude to avoid unwanted ALT*.
• Select V/S 1 500 ft/min initially. V/S in excess of 2 000 ft/min will result in the speed increasing
towards VFE
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
ILS APPROACH
A330/A340 FLEET NO-110 P 3/4
FCTM 17 JUN 09
A/C high above G/S - Recommended G/S Capture Technique
It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed mode rather than
IDLE mode. The rate of descent will be carefully monitored to avoid exceeding VFE . When
approaching the G/S, G/S* will engage. The crew will monitor the capture with raw data (pitch
and G/S deviation). The go-around altitude will be set on the FCU and speed reduced so as to be
configured for landing by 1 000 ft.
In such a situation, taking into account the ground obstacles and if ATC permits, it may be
appropriate to carry out a 360 ° turn before resuming the approach.
MISCELLANEOUS
Close to the ground, avoid large down corrections. Give priority to attitude and sink rate. (Refer to
NO-160 TAIL STRIKE AVOIDANCE in LANDING section).
In case of a double receiver failure, the red LOC/GS flags are displayed, ILS scales are removed,
the AP trips off and the FDs revert to HDG/VS mode.
In case of an ILS ground transmitter failure, the AP/FD with LOC/GS modes will remain ON.
This is because such a failure is commonly transient. In such a case, ILS scales and FD bars
are flashing. If R/A height is below 200 ft, the red AUTOLAND warning is triggered. If this failure
lasts more than several seconds or in case of AUTOLAND warning, the crew must perform a
go-around.
ILS RAW DATA
Applicable to: ALL
INITIAL APPROACH
FLYING REFERENCE
The "bird" is to be used as the flying reference.
APPROACH PHASE ACTIVATION
The approach technique is the stabilized approach.
INTERMEDIATE APPROACH
The TRK index will be set to the ILS course and, once established on the LOC, the tail of the bird
should be coincident with the TRK index. This method allows accurate LOC tracking taking into
account the drift.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
ILS APPROACH
A330/A340 FLEET NO-110 P 4/4
FCTM 17 JUN 09
Should the LOC deviate, the pilot will fly the bird in the direction of the LOC index, and when
re-established on the LOC, set the tail of the bird on the TRK index again. If there is further LOC
deviation, a slight IRS drift should be suspected. The bird is computed out of IRS data. Thus, it
may be affected by IRS data drift amongst other TRK. A typical TRK error at the end of the flight is
1 ° to 2 °. The ILS course pointer and the TRK diamond are also displayed on PFD compass.
FINAL APPROACH
When 1/2 dot below the G/S, the pilot should initiate the interception of the G/S by smoothly flying
the FPV down to the glide path angle. The bird almost sitting on the -5 ° pitch scale on PFD,
provides a -3 ° flight path angle. Should the G/S deviate, the pilot will make small corrections in the
　
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