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NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340 FLEET NO-130 P 4/6
FCTM 17 JUN 09
• When wings level, start the chrono
• Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in
final approach when managed speed is used. Additionally, the landing runway will be shown on
the ND and the 10 nm range should be selected to assist in positioning onto final approach
• By the end of the downwind leg, disconnect the AP, select both FDs off and keep the A/THR
• When leaving the circling altitude, select the landing configuration
• Once fully configured, complete the Landing Checklist.
If the flight crew finds no visual reference :
• AT MAP : Initiate go-around
Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be that for the landing
runway rather than the one associated with the instrument approach just carried out. Therefore, if
visual references were lost during the circling approach, the go-around would have to be flown using
selected guidance, following the pre-briefed missed approach procedure.
For circling approach with one engine inoperative, Refer to AO-020 CIRCLING ONE ENGINE
INOPERATIVE.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CIRCLING APPROACH
A330/A340 FLEET NO-130 P 5/6
FCTM 17 JUN 09
low visibility circling approach
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
CIRCLING APPROACH
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A330/A340 FLEET NO-130 P 6/6
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
VISUAL APPROACH
A330/A340 FLEET NO-140 P 1/4
FCTM 17 JUN 09
INITIAL APPROACH
Applicable to: ALL
The crew must keep in mind that the pattern is flown visually. However, the XTK is a good cue of
the aircraft lateral position versus the runway centreline. This is obtained when pressing DIR TO CF
RADIAL IN.
The crew will aim to get the following configuration on commencement of the downwind leg:
• Both AP and FDs will be selected off
• BIRD ON
• A/THR confirmed active in speed mode, i.e. SPEED on the FMA
• Managed speed will be used to enable the "GS mini" function
• The downwind track will be selected on the FCU to assist in downwind tracking
• The downwind track altitude will be set on FCU.
INTERMEDIATE/FINAL APPROACH
Applicable to: ALL
Assuming a 1 500 ft AAL circuit, the base turn should be commenced 45 s after passing abeam the
downwind threshold (± 1 second/kt of head/tailwind). The final turn onto the runway centreline will be
commenced with 20 ° angle of bank. Initially the rate of descent should be 400 fpm, increasing to 700
fpm when established on the correct descent path.
The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the latest. If not stabilised, a
go-around must be carried out.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
VISUAL APPROACH
A330/A340 FLEET NO-140 P 2/4
FCTM 17 JUN 09
visual approach
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
VISUAL APPROACH
A330/A340 FLEET NO-140 P 3/4
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
VISUAL APPROACH
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A330/A340 FLEET NO-140 P 4/4
FCTM 17 JUN 09
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
PRECISION APPROACH
A330/A340 FLEET NO-150 P 1/8
FCTM 17 JUN 09
GENERAL
Applicable to: ALL
CAT II and CAT III approaches are flown to very low DH (or without DH) with very low RVR. The
guidance of the aircraft on the ILS beam and the guidance of the aircraft speed must be consistently
of high performance and accurate so that an automatic landing and roll out can be performed in good
conditions and, the acquisition of visual cues is achieved and the aircraft properly stabilized.
Hence,
• The automatic landing is required in CAT III operations including roll out in CAT IIIB.
• The automatic landing is the preferred landing technique in CAT II conditions
• Any failures of the automated systems shall not significantly affect the aircraft automatic landing
system performance
• The crew procedures and task sharing allow to rapidly detect any anomaly and thus lead to the
right decision
DEFINITION
Applicable to: ALL
DECISION HEIGHT
The Decision Height (DH) is the wheel height above the runway elevation by which a go around
must be initiated unless appropriate visual reference has been established and the aircraft position
and the approach path have been assessed as satisfactory to continue the automatic approach
　
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