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The recommended technique is to tune VORs using the frequency option rather than the ident on the RAD NAV page. This will present raw data only with correct relative bearings. NDBs in the Arctic are generally powerful and do provide reliable.relative.bearings.
If TRUE is selected for the ILS approach, the ILS may be flown to Cat 1 limits only.
DESCENT.PREPARATION
Obtain the latest destination weather approximately 15 minutes prior to descent and update the FMGS for the descent and arrival. During FMGS programming the PF will be head down, so it is important that the PNF does not become involved in any tasks that preclude close monitoring of the aircraft. The fuel predictions will be accurate if the F-PLN is correctly entered in terms of arrival, missed approach and alternate routeing. Once the FMGS has been programmed, the PNF should cross check the information prior to the approach briefing. With the descent winds entered and the F-PLN arrival properly validated, the FMGS can compute an accurate TOD position. Pilots should crosscheck the FMGS TOD position against their own independently calculated TOD.point,.based.where.possible.on.a.DME.distance.from.a.navaid.
Outport stations should be contacted via ACARS preferably or VHF to advise of significant changes to the arrival information, ATA defect codes, or defects which could affect the normal taxi in and shutdown procedures, or dispatch on the next sector, etc. HKG need only be advised if Auto ACARS uplink of information is inoperative..Volume.2.Part.2.refers.
5.20.12

A330/A340 Climb,.Cruise.And.Descent
REV.1.(6.JUN.05)
FCTM Cruise
APPROACH.BRIEFING
The main objective of the approach briefing is for the PF to inform the PNF of his intended course of action for the approach. Additionally, potential threats should be highlighted, along with the strategies to minimise these threats. The briefing should be practical and relevant to the actual weather conditions expected. It should be given at a time of low workload if possible, to enable the crew to concentrate on the content. It is important that any misunderstandings are resolved.at.this.time..FCTM.Ch.10.refers.
Descent
FCTM REV 1 (6 JUN 05)
TOD COMPUTATION
The FMGS calculates the TOD point backwards from a position 1000 ft on the final approach with speed at VAPP. It takes into account any descent speed and altitude constraints and assumes managed speed is used. The first segment of the descent will always be at idle thrust until the first altitude constraint is reached. The idle segment assumes a small amount of thrust above idle to provide some flexibility to maintain descent profile in the event that engine anti-ice is used or if descent winds vary from forecast. Subsequent segments will be "geometric", i.e. the descent will be flown at a specific angle, taking into account any subsequent constraints. If the STAR includes a holding pattern it is not considered for TOD or fuel computation. The TOD is displayed on the ND track as a symbol: .

5.30.2

A330/A340 Climb, Cruise And Descent
REV 1 (6 JUN 05)
FCTM Descent
LATERAL NAVIGATION
With the AP/FD in NAV, the aircraft will follow the programmed STAR. If a deviation from the programmed STAR is required, e.g. ATC vectors or weather avoidance, select HDG. If HDG or TRK is selected while in DES mode, reversion to V/S mode occurs at current vertical speed, accompanied by a triple click aural warning. When cleared to a specific waypoint, perform a DIR TO to ensure correct waypoint sequencing, and re-engage DES mode.
VERTICAL NAVIGATION
The AP/FD descent modes may be either
.
Managed

.
Selected

Both descent modes can be flown with either managed or selected speed.
Managed Descent Mode
DES mode is available if NAV is engaged. To initiate a managed descent, set the ATC cleared altitude on the FCU and push the ALT selector at TOD. DES mode engages and is annunciated on the FMA. If an early descent is required by ATC, DES mode gives 1000 ft/min rate of descent until the computed profile is regained.
　
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